CIHM 
Microfiche 
Series 
(Monographs) 


iCMH 

Coltecdon  de 
microfiches 
(monographies) 


Candian  Institute  for  Historical  Microreproductions  /  institut  canadien  de  microreproductions  hjstoriques 


^1999 


Technical  and  Bibliographic  Notes  /  Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best  original 
copy  available  for  filming.  Features  of  this:  copy  which 
may  be  bibliographically  unique,  which  may  alter  any  of 
the  images  in  the  reprcduction,  or  which  may 
significantly  change  the  usual  method  of  filming  are 
checked  below. 


Coloured  covers  / 
Couverture  de  couleur 


I       I    Covers  damaged  / 


Couverture  endommagee 


□    Covers  restored  and/or  laminated  / 
Couverture  restauree  et/ou  pelliculee 

I I    Cover  title  missing  /  Le  titre  de  couverture  manque 

I I    Coloured  maps  /  Cartes  geographiques  en  couleur 

□    Coloured  ink  (i.e.  other  than  blue  or  black)  / 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 

□    Coloured  plates  and/or  illustrations  / 
Planches  et/ou  illustrations  en  couleur 

□    Bound  vj\\h  other  material  / 
Relie  avec  d'autres  documents 


D 


Only  edition  available  / 
Seule  edition  disponible 

Tight  binding  may  cause  shadows  or  distortion  along 
interior  margin  /  La  reliure  serree  peut  causer  de 
I'ombre  ou  de  la  distorsion  le  long  de  la  marge 
interieure. 

Blank  leaves  added  dunng  restorations  may  appear 
within  the  text.  Whenever  possible,  these  have  been 
omitted  from  filming  /  li  se  peut  que  certaines  pages 
blanches  ajoutees  lors  d'une  restauration 
apparaissent  dans  le  texte,  mais,  lorsque  cela  etait 
possible,  ces  pages  n'ont  pas  ete  filmees. 

Additional  comments  / 
Commentaires  supplementaires: 


L'Institut  a  microfilme  le  meilleur  exemplaire  qu'il  lui  a 
ete  possible  de  se  procurer.  Les  details  de  cet  exem- 
plaire qui  sont  peut-etre  uniques  du  point  de  vue  bibli- 
ographique,  qui  peuvent  modifier  une  image  reproduite, 
c  I  qui  peuvent  exiger  une  modification  dans  la  m^tho- 
de  normale  de  filmage  sont  indiques  ci-dessous. 

j I    Coloured  pages/ Pages  de  couleur 

I I    Pages  damaged  /  Pages  endommagees 


D 


Pages  restored  and/or  laminated  / 
Pages  restaurees  et/ou  pelliculees 


I    ~y  Pages  discoloured,  stained  or  foxed  / 
LZj    Pages  decolorees,  tachetees  ou  piquees 

j Pages  detached  /  Pages  detachees 

I  / 1    Showthrough /Transparence 

□    Quality  of  print  varies/ 
Ql 


D 
D 


D 


Qualite  inegale  de  I'impression 

Includes  supplementary  material  / 
Comprend  du  materiel  supplementaire 

Pages  wholly  or  partially  obscured  by  errata  slips, 
tissues,  etc.,  have  been  refilmed  to  ensure  the  best 
possible  image  /  Les  pages  totalement  ou 
partiellement  obscurcies  par  un  feuillet  d'errata,  une 
pelure,  etc.,  ont  ete  filmees  a  nouveau  de  fa^on  a 
obtenir  la  meilleure  image  possible. 

Opposing  pages  with  varying  colouration  or 
discolouralions  are  filmed  twice  to  ensure  the  best 
possible  image  /  Les  pages  s'opposant  ayant  des 
colorations  variables  ou  des  decolorations  sont 
filmees  deux  fois  afin  d'obtenir  la  meilleure  image 
possible. 


This  Item  is  filmed  at  the  reduction  ratio  checked  below  / 

Ce  document  est  filme  au  taux  d('  reduction  indique  ci-dessous. 


lOx 

14x 

18x 

22x 

26x 

30x 

■ 

1 

' 

■ 

12x 

16x 

20x 

24x 

28x 

■ 

The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of' 

National    Library   of   Canada 


L'exemplaire  film*  fut  reproduit  grace  d  la 
g6nArosit6  de: 

Bibliothcque  nationalc  du  Canada 


The  images  appoariiig  here  a.e  the  best  quality 
possible  considering  the  condition  a.id  legibility 
of  the  original  copy  and  in  keeping  with  the 
filming  contract  specificationa. 


Original  copies  in  printed  pap         --vers  are  filmed 
beginning  with  the  front  cover  a    ■•  ending  on 
the  last  page  with  a  printed  or  illuotrated  impre«- 
sion,  or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  il'ustrated  impres- 
sion, and  ending  on  the  last  page  v^ith  a  printed 
or  illustrated  impression. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  — ^  (meaning  "CON- 
TINUED"), or  the  symbol  V  (meaning  "END"), 
whichever  applies. 

Maps,  plates,  charts,  etc.,  may  be  filmed  at 
different  reduction  ratios.  Those  top  large  to  be 
entirely  included  in  ona  exposure  are  filmea 
beginning  in  the  upper  ,'efl  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
reTuired.  The  following  diagrams  illustrate  the 
method: 


Les  images  suivantes  ont  6t*  reproduites  avec  le 
plus  grand  soin,  compte  ttnu  de  la  condition  et 
de  la  nenet*  de  Texemplaire  film-i,  et  en 
conformit*  avec  les  conditions  du  contrat  de 
filmage. 

Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprimie  sont  film6s  on  commencant 
par  le  premier  plat  et  en  terminant  soil  par  la 
derniAre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  ,e  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  film^s  en  commenqant  par  la 
premiere  page  qui  comporte  una  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  derniire  page  qui  comporte  una  telle 
empreinte. 

Un  dea  symboles  suivants  apparaitra  sur  la 
derniire  image  de  chaque  microfiche,  selon  le 
cas;  le  symbole  — -^  signifie  "A  SUIVRE '.  le 
symbole  V  signifie  "FIN". 

Les  cartes,  planches,  tableaux,  etc..  peuvent  etre 
filmis  i  des  taux  de  reduction  diff^rents. 
Lorsque  le  document  est  trop  grand  pour  etre 
reproduit  en  un  seul  clich6.  il  est  film6  ^  partir 
de  Tangle  supirieur  gauche,  de  gauche  d  droite. 
et  de  haut  en  bas.  en  prenant  le  nombre 
d'images  n^cessaire.  Les  uiagrammes  suivants 
illustrent  la  m^thode. 


1 

2 

3 

1 

2 

3 

4 

5 

6 

MICROCOPY    RESOLUTION    TEST    CHART 

ANSi  and  ISO  Ic^'   i.  maki   »4 


1.0 


t^ 


1^ 
121 

136 


12.2 


I.I 


'2.0 


1.8 


1.25 


1.4 


1.6 


^       -IPPLIED  IN4^GE 


■•^ 


.■r^ 


Carnegie  Endowment  for  International  Peace 

DIVISION  OF  ECONOMICS  AND  HI«TOnr 
JOHN  BATES  OUtHK.  OIReOTCiR 


PRELIMINARY  ECONOMIC  STUDIES  0f  THE  WAR 


'  •'''  "      -    v^     ■  "'^  '^''^ .  .- -, 

WAR  ^D^NISI^ATION^^^^*^  THE  RAILWAYS 

Jin  the  iji^rif liDi jXATEs  and   i 

:^':('::.y  '-ftEAT;:BRITAIN- 

-\  ••  "'■■.'  '-'^ 

FiUNK  RJ^H  OPCQN 

rmhwp  r  ■!  B«wwa»ei,  j^Nibtwiirit  &>ll^t 


mlHiimm^ammimAi^im 


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3b 

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NEW  «ORK 

OXFORD  OKiyEHTOkPRESS 

TanHS^'-ft^^ounM'  and  B^iuijr 


m 


■JKWwrt 


Carnegie  Endowment  for  International  Peace 

DIV  SIGN  OF  ECONOMICS  AND   HISTORr 

JOHM  BATES  CLARK.   DIRECTOR 


PRELIMINARY  ECONOMIC  STUDIES  OF  HIE  WAR 

t[)irni  iiv 
DAVID   KINLF.V 

HtolfiMir  ot   Pi.liiif.l   Economr    Itii.ettity  ol   Illinoil 
Mrmbtrof   Cummillrr  u(    Rririrch  ol   ihc   Et:do»mfnI 

WAR    ADMINISTRATION    OF    IHK    RAILWAYS 

IN  THE  UNITED  STATES  AND 

GREAT  BRITAIN 

■r 

FRANK   HAI(;H   DIXON 

Proff'«>or  of  Kroruimics.  Dartmiiulfi  Ccillege 
Chiet  Stalisliiian,  Hiire-i  of  Railway  Economics 

AND 

JULIUS  H.   PARMELEE 

Slati>tician,  Burta.,  i>t  KaiKvai,   Economics 


NEW  YORK 

OXFORD  UNIVERSITY  PRESS 

AMERICAN     BRANCH:     35     WESI'     32sD     STREET 

London,  Toronto,  Melbourne  and  Bombay 

1918 


(.OPYRir.HT  I9I» 

BV    I  HE 

CARNE'-.IK   tNDOWMEST   FOR    INTERSATION Al.    PEACE 

J   lACKION    Pi  ACI 

W'AIHINCION.    I'     C 


Prf.5»  Oh  HvRu^  S     AliASH 
Washim.kjn.  I>    l-  ■ 


Tlw  battle  of  Ihc  Mmnr  u\is  won  by  the  niiii.ays  of 

Maksiiai.   lori'KE 


I'rcliiniiury  Economic  Studies  of  the  War 

Eami.v  Economic-  Khkcts  or  the  Eumopean  War  uhjn  Canada  by  Adam 
Sliortt  formerly  ComminMoner  of  the  Canadian  Civil  Service,  now  Chair- 
man, Board  of  Historical  I'ublirations.  Canada. 

Early  Effkits  ..f  t'ie  Eijropean  War  on  the  Finance,  C(.mm«<k  and 
Indl'.st«v  of  Chile,  by  Leo  S.  Rowe.  Professor  of  I'olitical  Sciiiicc. 
University  of  Pennsylvania. 

Economic  Itfects  of  the  War  l'pon  Women  and  Children  in  Gruvt  Urit- 
AiN,  by  Irene  (Jsgood  Andrews,  Assistant  Secretary  of  the  American 
Association  for  Labor  Legislation, 

War  Apmimstration  of  the  Railways  in  the  UNrrEn  States  and  Grf^at 
Lritain,  by  I- rank  H.  Dixon,  Professor  of  Economics,  Dartmouth  Col- 
lege, and  Julius  H.  Parinelee,  Statistician,  Bureau  of  Railway  Economics. 

EFFECT<i  OF  Tin;  War  ipon  Insurance,  with  Special  Reffjience  to  the 
M-nsTiTi  TioN  OK  iNsrHANCK  FOR  PENSIONS,  by  William  1-.  Gephart.  Pro- 
fessor of  Lconomics,  Washington  University,  St.  Louis. 

Government  War  Control  or  Industry  and  Trade,  with  Spe'-ial  Refer- 
ence TO  Gri-;at  Britain  and  the  Unitm  State.k,  by  Oiarlis  Wliitinjr 
Baker,  New  York  City. 

War  Administr.vtion  of  Great  Britain  and  the  United  States,  Showing 

UlANGE.<i  IN  GoVTRNMENTAL  ORGANIZATION  CaLSEO  BY  THE  WaR,  by  John 

A.  hairhe.  Professor  of  Political  Science,  University  of  Illinois. 
Efffxts  op  the   W.\r  upon    Lai«>r  Conditions   and   ()r(,a.mzation    with 

SPECl.M.   RFFtkKNCE  TO   GrE.\T    UrITMN    AND  THE    UNITED   STATES,    by   .Mat- 

tliew  B.  Hammond,  Professor  of  Lcoiiomics,  Ohio  State  University. 

War  Finance  and  Taxation.  E.speciai.ly  in  Great  Britain  and  the  United 
States,  by  Frank  L.  McN  cy,  President,  University  of  Kentucky. 

Effects  OF  tin:  War  on  Kfgro  Lador  .xn„  Migration  in  the  United  States 
by  Lmmett  J.  Scott,  Secretary  of  TiiskcKce  Institute. 

Effect^  of  the  War  on  Shipping,  by  J.  Russell  Smitli,  IVofLssnr  ui  Indus- 
try,  Lniversity  of  Pennsylvania. 

AcRK-.LTrR.M.  Pkodi-.-tion  and  J-.Km  Control  in  Great  Britain  and  the 
United  States,  by  Bonjamin  H.  Hib!)ard,  Professor  of  ALTicultur  d  I 


nomics.  University  of  U  isconsin. 


I'.CO- 


Price  Control  in  Gre.\t  Britain  and  the  United  States,  bv  Davni  Kinlev 
Professor  of  Pohta-aj  Kronomy.  Uuiversitv  of  Illinois,  and  .-;imon  Lit- 
man.  University  of  Illinois.  '  ^-l 

Economic  and  Social  Effects  of  Govf;rn.mfnt  Controi.  of  the  Liolor  Biisi- 
NiE,ss  WITH  Special  Reference  to  Great  Brit.^in  and  the  United 
STATE.S.  by  Thomas  Ni.xon  Carver.  Professor  of  Political  Economy, 
Harvard  University.  "■•■/> 

'^'^"Fdu'^rd  T^'lf """  ^p"'/"'  A^-"  Sailors  for  Etonomic  Usefulness,  by 
hdward  T.  Devine,  Professor  of  Social  Economy,  Columbia  ''iiivcrsitv. 


INTKODUCTOKY    NOTK   HY    TIIK   DIKECTOK 

I  111-  Division  of  Economics  ami  Ih^tory  of  the  Camcfjie 
ICtulownicnt  for  International  Peace  is  organized  to  "promote 
a  tlioronj^h  and  scicntilic  iiucsti(^ation  of  the  causes  and  results 
of  war.  '  In  accurdamc  with  this  jturpose  a  conference  of  emi- 
nent statesmen,  ijublicisf-^,  aii^l  iconomists  was  held  in  Berne, 
Switzerland,  in  .\nj,'iist,  l''ll,  at  which  a  plan  of  invfstij,'ation 
was  funned  and  an  extensive  list  of  topics  was  |)rep.'ircd.  An 
clalK>rate  scries  of  investigations  w.i^  uikK n.ikiii,  and,  if  ihc  war 
had  not  intervened,  tlie  resultini;  reports  mi,L;lu  have  i)een  ex- 
]H.'cted.  liefore  the  present  ilate,  in  printed  form. 

t)f  works  so  inidertaken  some  aim  to  reveal  direct  and  indi- 
rect con^ccpiences  of  warfare,  ,ind  tlnw  i.>  I'nini-Ii  a  basis  for  a 
judgment  a<  to  the  reasonableness  oi  the  re^iTt  to  it.  If  the 
evils  are  in  re.dity  larsjer  and  the  benefits  smaller  ili.m  in  the 
common  view  they  apjiear  t.>  be.  such  studies  should  I'liriiidi 
convincing  cvidetue  ^f  tins  f.-ict  ami  .ittord  a  basis  for  an  en- 
liglitcned  policy  whenever  there  i-.  daiii,'er  of  international  con- 
flicts. 

Studies  of  the  cau'-es  of  warfare  reveal,  in  particular,  those 
economic  infhtences  which  in  time  '>f  peace  bring  about  clashing 
interests  ;md  iiiutu;il  stH|iici<)ii  .-md  lin-tilit\'.  l"he\  show  what 
policies,  as  adopted  bv  dilferent  nation^,  reduce  the  conflicts  of 
interest,  inure  to  the  oniinon  benefit.  ,ind  .aft'o.-d  a  basis  tor 
inleri),ition;il  Kinrnk'nre  ;inil  L:nod  will,  'llicy  tend,  further,  to 
reveal  the  natural  economic  inlUiences  which  of  themselves  bring 
ai.out  more  .-iikI  more  harmoniou-;  relation?,  and  tend  to  substi- 
tute gener,-il  benefit-;  for  the  mutual  injuries  that  follow  unin- 
telligent self-seeking.  I-xonomic  internationalism  needs  to  oe 
fortified  by  the  mutual  trust  that  ju-^t  de.aling  creates;  but  just 
conduct  it>elf  may  I)e  favored  by  economic  conditions.  These. 
in  turn,  iii.iy  be  cre.-ited  p;irtly  bv  a  n;itnnil  evolution  .ind  partly 


VI  IviKiilili   liiin'    NdlE 

b\  the  e-MiisiioiK  action  of  ^mi\cninients;  .•lud  both  cvolutiiiii  and 
public  action  arc  amoni;  the  important  subjects  of  investii,Mtion. 
An  apjieal  to  reason  is  in  order  when  excited  feehn.i;s  rentier 
armed  contb'cts  imminent:  but  it  is  i|uite  as  surely  called  lor 
when  no  excitement  exists  ami  when  it  nia}  be  lore^talled  and 
prc\entcd  front  developing;  by  sound  national  policies,  do  fn  ■- 
ni.sh  a  -cicntilic  ba.-is  for  reasor  tbie  international  policies  is  the 
[)urpo>c  ni  some  of  the  studies  already  in  progress  and  of  more 
that  will  hereafter  be  undertaken. 

rile  wai'  has  interrupted  work  on  rather  more  than  a  half  of 
the  ~tndie>  that  were  in  projjress  when  it  began,  but  it  has  itself 
furni-hed  to]iics  of  immediate  and  tran.scendent  importance. 
The  ci)sts,  direct  and  indirect,  of  the  conflict,  the  commercial 
policic';  induced  by  it  and,  esjjccially,  the  direct  control,  which 
bec;ui>e  of  it,  governments  ;ire  now  exercising  in  many  spheres 
of  economic  activitv  where  formerly  competition  and  individual 
freedom  held  sway,  are  plienomena  that  call,  before  almost  all 
others,  for  scientific  study.  It  is  expected  that  most  of  the  in- 
terni])tcd  w-rk  will  ultimately  be  resumed  and  that,  in  the 
interim  before  this  occurs,  studies  of  even  greater  importance 
will  be  undertaken  and  will  he  pushed  rapidly  toward  comple- 
tion. 

The  publications  of  the  Division  of  Ecmomics  and  History 
arc  under  the  direction  of  a  Committee  of  Re-earch,  the  mem- 
ber-hip of  whicli  includes  the  statesmen,  pul>licists,  and  econo- 
mist<  who  participated  in  the  Conference  at  Berne  in  1911.  and 
two  who  have  since  lieen  added.  The  list  of  members  at 
present  is  as  follows : 

Eugene  I',  irel.  I'rofc<sor  of  Public  and  fnteriiafional  T.aw  in 
the  University  of  Gcnc\a, 

T.ujo  Brentano.'  I'rofes-'T  of  Economics  in  llii  l'niver^it\'  of 
Munich:  Member  of  ihe  l\o\al  P>avarian  .\cademy  of  Sciences. 

("harles  Cide.  rrf>fes«cir  of  Comparati\e  Soci.i!  Economics  in 
tV.  l'ni\ersitv  of  Paris. 


'^frm^c^sllip  ceased  .\pril  <">.  1017.  by  re.T^nn  nf  tlir  iln  I.ir.Ttinn  '>t  a  ^tate 
of  war  tiotwciM  the  United   States  and  the   Imprrial   German   noverniii-nt. 


INTUOin-CTORY  NOTF. 


Ml 


H.   n.  (.rcvcn,   l'rofe>sor  ct    IN.lilica!  l-cnoniy  and  Statistics 
in  tlie  rnivL-rsity  ni  I..eiiK-n. 

Francis  W.  IIir>t,  I.e.ndfm.  . 

Davi<l   Kinlcy.   I'rofes.v.r  nt   Political   F.cononiy  in  the  Um- 

\cr~ilv  of   lliinois. 

Henri  l.a   l-(.nlainc,  Scnatur  m1   la'liiiuni. 

Hi.  l--xccllc.Kv  Liu^d  I.u/zatti,  Professor  of  Constitutional 
Paw  in  tlK-  PnivcTsitv  of  Ronic:  Secretary  of  the  1  rcasury, 
18'>l-3'  Prime  Minister  of  Italy,  1908-11. 

Gntan.  Osawa.    Professor   of    Finance   at   the    I  n.versity   of 

Kitito.  japan. 

Sir  Georue  Paish,  London. 

MatTeo    Pantaleoni,    Professor   of    Political    Economy    m    the 

University  of  Rome.  .,,,.■     i 

Fncrcn'i'hilippovich  von  Phili!>p.sl)erR/  Professor  ot  I  ohtical 
Economy  in  the  L'niversity  of  X'ienna;  Member  of  the  .\ustrian 
Herrenhaus,   Hofrat. 

Paul  S.  Reinsch,  United  States  Minister  to  China. 
His    l-xcellency    P.aron    V.    Sakatani.    recently    Minister    of 
Finance;  present   .Mavor  of   Tokm. 

Thcndor  Schiemann.^  Professor  of  the  History  of  Eastern 
Europe  in  the  University  of  Berlin. 

Harald  Wester-aard.  Profe^snrof  Political  Science  and  Statis- 
tics in  the  Universilv  of  Copenhagen. 

1-ric.lrich  Freiherr  von  Wie^er.'^^  Professor  of  T'olitical  l-cn- 
oniv  in  the  University  of  \'ienna. 

The  function  of  members  of  this  Committee  is  to  select  col- 
laborators competent  to  conduct  investisations  and  present  re- 
ports in  the  form  of  bo.jks  or  monographs ;  to  consult  with  these 
w-riters  as  to  plans  of  study :  U->  read  the  completed  manuscripts 
and  to  ini'orm  the  ot'ticers  of  the  Endowment  whether  they  merit 
publication  in  its  series.     This  editorial  function  does  nt  com- 


iDicrl.  liim-.  1<)17. 

•-\lcmhcr>i;ip  ceasci  .Xpril  6,  1017.  by  rcaMm  of  the  >leclaration  of  a  state 
of  'war  hctwocii  tlie  United  States  aii<l  the  Imperial  German  Government. 

nicmber-iliip  ceased  ncccmbcr  7,  1917,  by  reason  of  the  declaration  of  a 
state  of  war  between  tbe  United  States  and  ..Xr.stna-Hnncary. 


Vlll 


i\  I  KDDrriDin-  notk 


nut  till'  iiK-nilur-  ><{  ihf  <  nmniiltfc  t.^  any  .)i)iiiions  (.■xprcs^ed  by 
the  wDicT^.      I.ikc  Miiicr  fdiKM--,  tlic\  are  a>kcd  u>  vouch  tor  the 
useluhio.-,  (,'■  till-  work--,   their  M-iciitilic  and  hterary   merit,  and 
the  advi>ali)hty  of   isMnn-  them.      In   like  manner  the  pubhca- 
tion  Mt  the  moiioiiraphs  d,,es  m.i  commit  the  luidowment  as  a 
bi«Iy   or  ,:iiv  of   its   officer,   to  the  ..pinions   which   may   be  ex- 
presM-d  in  ihem.      The  stanchn-  and  attainments  of  tiie  writers 
selected   afford   a   .^narantee   of    thonni-hnes>   ..f    research    an<i 
accuracy  in  the  statement  of  fact>.  and  the  character  of  many  at 
the    work>    will    be    such    that    facts,    statistical,    historical,  'and 
descriptive,  uill  cnn-titiite  nearly  the  whole  .,f  their  cntent.      In 
so   far  as   the   opmiuns   of    the    writers   are   revealed,    they   are 
neither  approved  iiur  cnndemned  by  the   l;ict  that   the    iuid-w- 
m.nt  causes  them  to  be  published,      l-or  example,   the  publica 
tion    ot    a    work   deseribm-    the   attitude   nf    various    socialistic 
bodies  on  the  subiect  of  peace  ami  war  implies  nothin-  as  to  the 
views  ot  the  niilcers  of  the  I-ndnuine-n  on  the  subject  of  .cKial- 
i>m:  neither  will  the  i.-,.uin,^-  nf  a  work,  describing  the  attitude 
ot  business  classes  toward  peace  an.l  ^^ar.  implv  any  at^reement 
or  disanrecment  on  the  pan   of  ,he  of.icers  of  the   ICndowment 
^|"li  Hie  views  ,,f  m.n  .,f  these  cla<ses  as  to  a  protective  p,,licv 
tile  cnntn.l  ,,i  mon<,p,,ly,  „r  the  re.cruiation  of  bankin-  and  cur- 
renc;..      It   is  necessary  to  kn,jw  how  such  men  Qenerallv  think 
and  leel  on  the  ^reat  is,„e  ,.f  war.  .-m<l  it  is  one  of  the  purposes 
ot    the   J-.ndownient    t.,   prnmote   .studies    which    will    accuntelv 
reveal  their  attittide.      Neither  it  nor  its  Committee  of  Research 
vo.tches   for  more  than  that   the  works  issued  bv  them  contain 
such  tacts:  that  their  .statements  concerning  them  mav  ..ccr-dlv 
1h'  trusted,  and  that  the  works  are.  in  a  scientific  wav,  of  a  nualitv 
that  entitles  tlieiii  t.  >  .a  readiii-. 

Tony  Rati-s  Ti  \rk-, 

Pirrct.'r. 


EDITOR'S  PREFACE 

■|  liis  accimnl  by  1 'rMifS-<  ir  Dixon  and  .Mr.  1 'arnK-lcc  ul  the  war 
adniini-tralion  ol  the  railwax-  in  (ircat  llritain  aiiil  tlie  L.  nilcd 
.Stat(.•^  b>  dale  i^  one  that  >lioul<l  i>c  cif  yrcat  interest  and  helpiid- 
ne,--^  til  uur  nwn  L;n\  urnuient  and  iieu[)le  at  the  present  crisis. 
The  i;riti>li  lei'nrcl  i-.  niiK-Ji  longer  than  ijtir  own.  since  the  i^uv- 
ernnieiit  of  that  countr_\-  to,>k  o\er  the  railways  praeticall_\  at  the 
beyinniny  of  the  war.  The  account  L;!ven  b_\-  the  authors  of  the 
o])eration  of  these  rail\\a\>  under  i^ox eminent  administration 
sill  i\\  ^  that  a  \  er\  hii^h  deL;ree  of  efficiency  has  been  atl.ained.  To 
be  sure  the  plan  of  operations  had  been  framed  _\ears  before, 
but  the  smoothness  with  which  it  has  worked  is  e\idence  of  its 
w  isdi  .111. 

It  i^  clear  from  the  account  that  the  Ilritish  rai!wa>s  ha\e  been 
liiL;bI\  eif'icieiu  under  L:o\ernmcnt  nianai^emer.t  for  the  pur;  oses 
of  tile  war,  Inii  it  will  lie  ha^ty  to  conclude  that  similar  eft'ieiency 
under  noxernnient  ojieration  could  lie  attained  in  normal  times  of 
peace.  in  w:ir  time  the  only  efticienc\-  of  importance  is  llie 
prompt  transport  of  l.ar^e  ipiantities  of  certain  definite  and  well 
known  classes  of  f,'oods  and  of  iiassentrcrs.  iMflcietKw  in  peace 
time  for  the  railroads  is  of  a  ditferent  character.  It  in\olves  a 
combination  of  services  or  'satisfactions  to  die  patrons  ot  the 
railroad,  some  jiliases  of  whicli  are  aiisent  in  the  sim])ler  problem 
of  war  transportation.  The  traffic  of  the  railroads  is  then  more 
larjjely  differentiated,  iioth  in  freight  and  prissenpcr  service.  The 
service  must  be  of  a  diameter  to  satisfy  a  multitude  of  different 
conditions,  tastes,  and  requirements  of  iiidi\  iduals.  On  the  pas- 
feiiRer  side,  moreover,  the  contentment  and  prejudices  of  travelers 
niust  he  catered  to,  and  the  efFciency  of  a  railroad  is  measured  in 
part  by  its  success  in  satisl'\  ins;  these.  The  beautv  of  the  scenerv', 
the  freiincncy  of  the  trains,  the  care  expended  on  stations  and 
surrounding:  j^rounds,  and  a  multitude  of  other  thin.sjs  must  be 
thoimbt  of  in  the  traffic  of  ordinary  peace  times,  all  of  which  may 


EiniiiR  s  rm;iACF. 


he  neglected  in  war.  Tn  slv,.rt.  the  pruhlem  of  securing  clticiency, 
or  ^ucci-  in  na-ctn-  prevailin-  n.ndilifms,  is  a  much  more  com- 
plex one,  an<l  it  i^  nure  tlian  .ionl.tfnl  uhether  it  caild  he  solved 
by  governnkut  otticials  workin-  accnhn;;  t-.  r-utine. 
"The  -inrv  t..!,!  ha^  many  !e-ons  i,.r  u>  hoih  in  the  prcsctit 
and  the  immediate  future  in  the  manauement  <<{  nur  raihoads. 
If,  witli  our  lart^er  railway  system,  we  do  a-  well  a->  the  I'-riti-h, 
we  ma\-  feel  ^.-itiNticd. 

The'anthors,  needless  to  --ay,  have  ilone  their  work  well. 

n.win  KiNi.KV, 

P.ditor. 


FOREWORD 

ThK  n,„no,raph   i>  >ul,jca   t„   all   the   InnUaU.ns   that   ar„e 
^.hcu  nn.  attempts  to  wvue  lu>lury  ni   uu.luis  re. 

,„  ,  „,,u  I'.rua.n  a  law  ha,l  l.cn  .a  the  -.attUe  l>ook  .uk     lb. 

of  ,.a,  and  for  the  hnancal  ;rran,cn,ent  under  -hal     1>     -^ 
,,avs  .hottld  he  ,.,erated.      Ihe  or,an,.a„on  o,   ">->/;-- 
tives  which  ,s  now  operattn,  the  l^rittsh  radways  had  1k..>    m 
xistence  sntce  18%.     Therefore,  it  .a.  a  relatnely  snnple  tn  t- 
t^r  to  put  the  ntachinerv  n.  ntotion  when  the  en,er,enc>    a  o.e 
d   ;  re  have  hee.t  few  pruh.en.  sinee  of  a  fundante.Ual  char- 
Tct  r      Yet  even  so  .t  would  l>e  intpossible  to  say  that  our  de- 
I  Uon  is  alto,ether  con.ple.e  .-r  well  Ixtlanced  and  tl,at  ,t  does 
L  fad  to  pre.ent  sonte  si,,uhcant  fact  or  phase  ot  the  stt.at  u. 
Manv  gaps  will  he  d.covered  that  are  due  to  the  '-poss.htht> 
of  ol'>tainin,  inforn.at.on  .Inrin,  the  war.  and  espe  .aly        tl 
silence  of  the  British  govenunetn  regard,.,  ntany  of  ,t.  utten.al 
dealinirs  under  war  condition-;. 

As 'for  the  United  States,  no  preparation  had  been  niade  tor 
railway   participation    in   svar   tnuil   a    few    tnonths   be.ore   our 
entran'ce  into   u,   l>cyond   sttch  experience  as  was  earned   over 
•     from  our  failures  of  the  Spatii4,  War  attd  from  our  tr:.>sporta- 
tion  of  milit.a  to  the  border  in  the  .ununer  ot  1916.     Ka.lwavs 
built   on  a  cmpetit,   .   principle    ^^ere   compelled   oxern.gh     f. 
devise  a  scheme  of  cooperation.     It  is  wuh  th,s  penod  of  volun- 
tary cooixM-ation  that  this  mo.iosraph  is   concerned.     It  closes 
^vi'h  the   recommendations   to   Congress    for   a  greater  itmhca- 
tion  of  railway  manai,'ement.    The  authors  have  attempted  noth- 
ing beyond  a  MUM-le  narr.iive.     In  these  times,  when  the  uuprc-- 
cedente,l  happ^^nin,^  i^  a  .lailv   occuTence,   one   would   be   bold 
indeed    who    attempted    conclusions    from    mcomplete    data    or 
ventured  even  a  step  into  the  realm  of  prnphccv, 

Tii!-.  .\rnious. 

Dicciiihrr  -    /or;. 


CONTENTS 


I 

II 

III 

IV 

V 

VI 


I 

II 
III 
I\' 


r  \kT   I   -The  Unitki)  States 

I'aij.- 

Intrcduclidti     ^ 

Historical   (livrl'ipnu  tit    6 

War  orijanizatiriM  nf  tlic  railway? 17 

The  drive  for  opcratitiir  efficiency -7 

rooperatioii  of  government  and  railways 39 

Tlio  end  of  voluntary  cooperation 57 

Acldendtiir.  — Tlic  lalior  situation  64 

1'aht   U     I"iRi_\t  Britain 

( )ri;ai.i/ation  of  tln'  British  railway:  for  war 71 

I.al)or  and  wage< 90 

Kfficiency  and  "Ci inomy 105 

Frcitjlit  and  passeni,'er   rates 1 IH 

Gemral   rc^nlts    120 

Ari'KMiirES 

Personnel  of  the  railway  war  orRanization  in  the  United  State- 131 

Rei,'ul.- -ion  of  the  Forces  act.  1871    (Great  Britain) 137 

Special  war  powers  Rranted  to  Board  of  Trade   (Great  Britain)....  139 
Orders   of   Board   of   Trade    (Great    Iiritaini    undi  r    DefL-nee   of   the 

Realm    riK'iiIations.   7" 141 

Proclan.ation  of  tlie   Prisidenl  taking  possession  of  tlie  railways..-.  14<3 

Index 153 


PARI    I-THK   UNITED    S  lATKS 


i 


WAR    \n\II\ISTR  ATION  OF  I  Hi    R  Ml  WAYS 

IN   I  Hi-.  IM  i"i:i)  si\ri,>   \M» 

(,RK\r   MRI  r\IN 


CHAPTER  I 

IntrodiK  tiun 

l)cl)en<lencc  of  a  nation  npon  its  transportation  svsttin  in  time 
of  war  lia>  cmw  to  l)e  almost  complete.  If  the  transinjrtatiun 
system  is  in  time  of  peace  the  vital  current  alont;  which  Hows  the 
life  hlooil  of  a  nation's  economic  activities,  even  more  vital  and 
essentia!  is  it  to  a  nation  strn.u^jjlinfi;  for  very  existence  ni  time 

of  war. 

.'^tndy  of  nunlcrn  ir.ni-iHiriaiion  systems  under  war  conditions, 
therefore,  can  not  hut  ]irovc  aliM.rliini^ly  interesting,'  and  useful 
The  utilitv  of  railway>  in  uar  may  he  studic<l  umler  two  sni;;- 
intr  aspects:  tirst.  the  military  or  ^tratejjic  ..  pcct.  which  con- 
cerns the  utilization  of  railways  within  or  bordcnn-  upon  the 
war  zone,  and  second,  the  economic  aspect,  which  deal-  wiih 
territ<jrv  remote  from  the  scene  of  actual  ti,i;lnin,i;.  a!lh(.n;;li 
closelv  related  to  military  operations.  In  a  rejjion  where  li.i,dit- 
inp  is  i-.nder  wriv,  the  line  hetweeii  military  and  eciniomic  ac- 
tivity on  the  jiart  of  the  raiiw.-iys  is  often.  ditVieult  ti>  draw,  lor 
all  tran>portatir.n  oi)eratinns  are  then  subordinated  to  military 
considerations;  the  neiirer  a  railway  to  the  w;u'  zone,  the  more 
whollv  snbnicrijed  are  its  economic  as  contra-^ted  witli  its  mili- 
tary iipcrations. 

In  France,  for  example,  the  r.iilw.iy-  li;ive  played  a  dual  p;irt 
since  the  liefjinnins  of  the  war.  North  and  northeast  of  Paris 
the  railwavs  have  hcen  included  in  a  w.ir  zone  !  ,:••'»('  ilrs  ijr}}i,'r.<) , 
the  boundaries  of  which  were  (bawn  by  the  irovernnunt  around 


4  \V\R   ADMlMSTKATIIlN   Ul-    USIIW  \VS 

ccriain  ..i  tlu  .Iq.artmciitx     In  tliis  zone  the  raiKNuy  has  l)cen 
siilN.rihiiatc.l  aIiiio>t   uh..lly  to  the  demands  of  tltc   military. 
Part  of  th.'  iiMrtheaMern  railuay  >>.tenis  .,i  I-raiice  have,  indeed. 
Ijeen  o.i  .I'l'i^'lv  MilmuT^ied  f.-r  the  time  UiiiK.  owmv'  to  enemy 
oceupalion.     In  tlie  remainiiiK  deiiartments  of  France  the  rail- 
ways have  had  more  clearly  the  secun.l  a-\Ki:l.  namely,  th.it  of 
economic  >i\yvi.n  of  military  oi)erations.     in  the  i.m>iut  of  this 
economic  activity,  while  the  railways  are  const.inily  eni^aged  in 
thf  tiiinsjH  .nation  of  troops  and  military  >uiiplies  they  are  work- 
in;;  at  ;;rcatii-    li^tances  from  the  ir.'iit  and  withmit  the  leiTific 
l.re.Mire  under  which  oiK'rations  arc  necessarily  carried  forward 
in  the  war  zi.ne  proper.     Furthermore,  a  considerahle  i.art  of 
their  w..rk  has  consiste.l  in  handling  ordinary  ommercial  aoixh. 
raw  m.iterials.  finished  pnKlucts  and  the  like,  and  in  the  trans- 
portation of  non-military  traftic  and  passengers. 

The  I'nited  States,  having;  heen  wholly  separate!  noni  the 
rei,Mon  of  cnllict.  has  Iwen  cont.r'ied  solely  with  the  en.nomic 
service  of  the  railways  with  such  modification  as  has  heen  com- 
pelled hy  the  transiwrtalion  of  troops  and  supplies  t  >  the  ix)rts 
of  en il.ark.it ion  and  the  army  camps.  For  the  i^-riod  here  under 
consideration  the  railways  have  l)een  operated  hy  their  own 
executives  under  a  system  of  voluntary  cooperation  with  rela- 
tivelv  little  interference  and  with  no  aid  whatever  fn-m  the 
federal  Rovemment. 

Circat  r.ritain  has  In-en  fnrtunate  in  her  virtual  I'lccdom  from 
that  invasion  to  which  Heluium.  France.  Serbia.  Ku--ia.  Rouma- 
nia  and  Italy  have  all  heen  -uhjected.  Her  railway  -y-.tem  may. 
tlurei'ore.  l>e  re!:ar<led  as  fallinijmorc  particularly  into  the  second, 
or  economico-military.  frmu]).  The  I'.ritish  railway  system  has 
heen  wehled  toirether  by  •rovernmenta!  order  from  the  very 
bcLrinnintr  of  the  war.  bcinc:  operated  throughout  as  a  single 
uiii! :  and  while  railway  activity  has  l;een  larj,'cly  subordinated 
to  cc.n<idemtions  of  troop  and  supply  transportation,  yet  this 
activity  has  l)ecn  comparatively  free  from  the  serious  and  traffic 
problems  confronting'  the  railways  of  France.  Invasion  not  only 
re-uUs  in  military  and  political  changes  of  profound  >icrnifirance. 


THE  UNITED  STATES  3 

l)ut  :iN(>  !)>•  uiKlcmiiiiiiiK  the  economic  structure  upsets  ilu  uIimIc 
traiisiK)rtatioii  f)rKanizati<)H.  Fjiplaiul's  freedom  from  invasion 
has  left  her  free  to  cxiicrimcnt  on  a  large  scale  with  a  system 
of  priv.-itc  railuay  n|icration  muler  jjovcrnment  control. 


_^ 


CHAPTER  II 
Historical  Development 

While  no  siicii  cl-e  rflati-n-hip  between  the  .government  and 
the  raihvavs  existed  at  the  time  oi  our  entrance  into  the  European 
W  ar  as  was  to  be  fnund  in  Great  Britain,  yet  we  were  not  with- 
out experience  in  the  use  of  transportation  facilities  for  military 
purposes.  In  fact,  the  relation-hip  of  jrovcrnment  and  earners 
in  earlier  contlicts  in  this  country  has  been  of  sufficient  impor- 
tance to  furnish  a  sound  basis  of  experience  ttpon  which  to  build 
a  structure  of  railway  operation  for  the  present  conflict.  It  wdl 
be  profitable,  therefore,  briefly  to  review  this  relationship  his- 
torically. 

Our  first  conflict  after  the  introductini,  of  railways  was  the 
Mexican  War.    It  is  not  possible  to  say  that  niilways  were  never 
em]>lovcd  duritv.  tlie  i^eriod  of  that  conflict.  Init  it  can  he  stated 
without  fear  of  contradiction  that  they  played  no  significant  part 
in  the  mobilization  of  troops  and  no  part  whatever  in  .actual  troop 
movetnents.     Ahh..uuh   the  quartermaster  general   refers   fre- 
f|ticntlv  in  his  annual  reports  to  the  carious  facilities  of  transpor- 
tation, purchased  .uid  hired,  he  makes  no  mention  whatever  of 
railwax  s.     'Ihis  is  not  strange  when  one  recalls  that  the  concen- 
tration of  troops  was  effecfjd  on  the  lower  Rio  Grande,  at  San 
Antonio,  Texas,  and  at  Fort  Leavenworth  on  the  Missouri.    This 
was  in  1846.    Four  vears  later  we  had  in  the  entire  L'nited  States 
only  9.000  miles  of  r..ilw;iy,  of  which  over  .\000  miles  were 
found  in   Xew  Fngl.uid.   New  York.   Pennsylvania  and  Ohio. 
Texas,  .\rkansas  and  Tennessee  had  not  a  mile,  and  all  the  Gulf 
States' combined  possessed  only  .-^.-0  mile<:.     From  Fort  Tcaven- 
worth  to  Santa  Fe  nniles.  oxen  and  hordes  were  the  motive  power, 
wagons  and  pack  animals  the  vehicles:  aid  tro-.ps  farther  eist 
came  by  transport  down  the  Mississippi  .and  coa-twise  from  At- 
lantic porK.     It  wa>  not  until  two  years  afier  the  clt^se  of  this 


TlIK  INITED  STATES  ' 

\var  ihat  Cnn^TCss  uuidc  il^  l"lr^t  inipurtam  land  -^rAxn  in  aid  ot 
nulwav>— .liat  to  the  lUiimis  Ccncral  -in  which  pn.visir.n  ua-, 
made  i"nr  the  lran>i>onalinn  of  pr-pertx  and  tr.mps  of  the  Inited 
Sntes. 

•['he  situation  at  the  opening  of  tlie  Civil  War  was  f|nite  dii- 
lerent.  Railroad  huildinir  ha<l  hcen  rapid  in  the  decade  1S5(>- 
IShO  and  the  milea,i;e  had  nmre  than  trcl.le.l.  It  was  almost  cx- 
clnsively  confined  to  the  territory  eas.  of  the  Mississippi,  which 
was  the  area  from  which  most  of  the  troops  were  drawn,  and 
the  scene  of  many  oi  the  coiillict>.  The  territory  to  he  covered 
l.y  armv  mohilizatioiis  and  troop  movements  was  so  extcndrd. 
and  alternative  mean>  "f  transjiortation  in  the  territory  l)ctween 
the  Mississippi  and  the  Atlantic  coast  so  meager,  if  not  ahogether 
al)sent.  that  the  railways  hecame  an  essential  part  of  the  military 
organization.  In  fact  it  is  generally  conceded  hy  stndents  of 
mihtarv  history  that  the  American  Civil  War  was  the  fir^t  crreat 
militarv  conflict  in  which  railways  were  a  significant  factor. 

!",,  the  i)ossil,ilities  of  sitch  a  relation-hip  hctwcen  militarv 
government  and  railway^,  attention  had  heen  given  dnring  the 
previous  deca.le.  .\>  early  as  1S_'4  a  grant  of  land  for  cana.l  pur- 
poses in  Indiana  had  provided  that  the  waterway  should  he  "a 
puhlic  hit^hway  for  the  use  of  the  government  of  the  Cnited  States 
free  fn.m  anv  toll  or  charge  whatexer  for  any  property  of  the 
Unite.l  States  or  persons  in  their  service."  Whether  the  govern- 
ment had  military  transportation  iu  mind  in  the  iiisertiMU  of  tliK 
clause,  it  is  impo-sihle  to  say.  P.ut  it  is  significant  that  in  the 
grant  of  land  to  the  Illinois  Central  Railroad  Company  in  18.=n  - 
tlie  first  of  the  great  railway  land  grants— the  word  "tro,,ps" 
should  he  suhstituted  for  -'iicrsons."  Thereafter  in  railwav  land 
grants,  the  following  clause  from  that  charter  -as  repeated  with 
scarcelv  ever  an  alteration  in  wordini:: 


Sai.l  railroad  and  branches  shall  Ik;  and  remain  a  pub- 
lic highwav  for  the  use  of  the  government  of  the  Cmted 
States,  free  from  toll  or  other  charge  upon  the  transjiorta- 
tion  of  anv  property  or  troops  of  the  United  States. 


8 


WAK  ADMIN  I>TI<,\rii)X  OT  KAIIAVAVS 


Thi:,  pr-iMMuii  l.cainie  the  occasiuii   tor  scricus  LuntroN  crsy 
that  ended  onlv  \Nilh  a  Supreme  Court  decision,  hut  this  was  a 
decade  alter  the  Civil  War  liad  close<l.'      A  considerahle  pro- 
portion of  the  land  i;rants  was  not  made,  or,  if  made,  the  land 
did  not  come  mio  possesion  of  operating  railways,  u.u.l   the 
war  was  over.     Moreover,  \siuUever  mav  have  hcen  m  the  nnnd 
of  Con-ress  when  it  enacted  this  provision,  and  it  seems  clear 
that   Congress   intended   to  secure    free  transportation   for   its 
property  and  troops,  it  was  (juicklv  realised  when  war  was  on 
that  roads  could  handle  such  traftk  free  only  at  a    cry  con.i(  - 
eral)le  sacrifice,  and  that  the  generous  .spirit  in  v    ,ch  the  r.ail- 
wavs  oflere.1  their  services  to  the  government  should  he  met  hy 
a  corresix,nding  generosity  on  the  part  of  the  government.     In 
ISol    the  Secretary  of  War  made  the  following  statement  to 
the  president  of  the  Illinois  Central:    -It  has  been  decided  by 
thi^  department  that   the  cl;mse  in   vMir   charter  gives  a  clear 
ri-ht  to     .     .     .     the  use  of  your  roadway  without  comi^nsa- 
fi'^,„  .     Asa  proper  compensation  for  motive  power,  cars 

and  all  other  facilities  incident  to  transp.Ttali.>n,  two  cents  per 
„,ilc  Nvill  he  allowed  for  passenger  travel,  subject  to  a  di^cnint 
of  thirtv-three  and  a  third  per  cent,  as  due  to  government  tor 
charter  privilege..-  He  also  stated  that  a  reasonable  ch:..rge  tor 
freight  would  he  allowed,  subject  to  a  similar  discount. 

The  function  of  the  .lilways  in  this  conflict  was  not  alme 
that  of  transporting  tmops  an<l  supplies  but  perhaps  of  even 
-reater  im,x,rtance.  the  maintenance  and  development  ot  our 
hidustrial  activities  from  which  the  war  was  to  gather  its  suste- 
nance In  the  region  of  actual  conflict,  railway-  became  a  fac- 
tor in  military  strategy  and  were  built  and  dc^troved  according 
to  the  exigencies  of  tlie  situation.  That  the  autliont.es  realized 
the  important  part  railways  were  to  play  is  eyi.lent  Irom  the 
f.ict  that  Secretary  of  War  Cameron  appointed  as  Ins  assistant 
\-icf  President  Scott  of  the  Pennsylvania  Railrn-,,1. 

\o  uniform  and  comprehensive  policy  of  couima-ndeenng  by 
the  .government  w:,.  un.lertaken.  the  general  rule  l^ing  to  leave 


'  Scp  pnpc  11. 


'i. 
4 


THE  UNITED  STATES 


railways  in  ])ri\ate  liaiuL-,  unless  the  ,-itiiatii 'ii  lalk'il  Imt  more 
drastic  actidii.  Tlii^  decision  \\\.-.  (ion!)ile^>  iiilliicii<:eil  li_\'  the 
attitude  of  the  raihvavs  themselves  whieh  in  larije  part  placed 
tlieir   facilities  unreservedly  at  the  disposal  of  the  government. 

As  earl\-  as  ISOl,  inlerniption  of  coninuinication  made  it 
necessary  for  the  Secretary  of  War  to  take  !X)ssession  of  such 
portions  of  the  rniiways  as  were  necessary  to  the  restoration 
of  a  connection  hetween  Washington  and  the  \'i)rth.  This  was 
done  purelv  as  a  \\;ir  measure  and  without  express  authoriza- 
tion of  Congress,  and  the  lines  were  returned  to  tlieir  owners  he- 
fore  the  situation  was  reported  to  Congress,  .\ltliougli  the  war 
power  of  the  President  was  prohahly  ample,  inure  specific  au- 
thority  seemed  desirahle. 

The  fir-^t  statute  of  the  kind  enacted  to  meet  war  exigencies  was 
the  law  nf  Jatiuarv  M.  1862,  passed  in  response  to  this  desire. 
It  authorized  the  President,  when  in  his  judgment  the  public 
safety  might  retpiire.  to  take  jKissession  of  all  railroad  lines, 
including  rolling  •^tock,  Iiuildings  and  .-ill  appurtenances,  to  pre- 
scribe rei^iilriiiiiiis  for  nsing  and  maintaining  them,  "to  extend, 
repair  and  complete"  them  in  a  manner  most  conducive  to  the 
safety  and  interest  of  the  government,  to  place  under  military 
contr'>l  :ill  oflirers,  agents,  and  cm|)loyes  "so  that  they  shall  be 
considered  as  a  post  road  and  a  part  of  the  military  establish- 
ment of  the  P'nitcd  St'ites,  subject  to  all  the  restrictions  imposed 
by  the  rules  nnd  articles  of  war."  Three  commissioners  were 
to  be  appointed  by  tb.e  President  to  assess  the  damages  and  de- 
termine the  compensation  to  which  the  railroad  might  be  en- 
titled a^  a  result  of  seizure,  and  their  award  w:is  to  be  sub- 
iiiitled  to  Congress  for  its  action.  The  transportation  of  troops 
and  tiiilitarv  property  was  to  \ie  under  the  supervision  of  the 
Secrctarv  of  War.  The  operation  and  use  of  the  raihvavs  bv  the 
federal  ai;ili"rities  wa«  nnt  lo  extend  beyond  the  time  necessary 
for  the  suppression  of  the  rebellion. 

The  pur[)ose  expressed  in  the  last  sentence  was  clearlv  liri  lUgbt 
(lilt  in  debate.  This  was  exclusively  a  w.ar  measure.  The  ;  ower 
if  the  l^resident  was  to  be  exercised  nnlv  inifler  the  pressure  of 


.military    nccc^-».    ulu.   an    nnp.naut    In.   nt    o.u,nu,,ua.,..u 
had  broken  do..,.   ..r   ua>   n>  ,hc  han.t>  o.   luc  ennn>.  . 

0,„.rc>s  .-as  detcnnuKM  >o  to  H-n   the  nUerprctaU.-n  .n   Ik 
^t  ^as  sh^.n  1.   .!k.  ,a^.,..  aunu,  the  .an,e  .cssa.n    -n   ,ul 

186'    of  a  ,,.nn'tv.ohu,on  dcdaring  that  the  act  shouM  ,>o    1. 
o  oitt^tfual  a^  t  .  authorize  the  eo.t<trm-Uun  of  any  railroad  or 
rl.^L,,..fa,.    l,.e.  the  greater  part  of. ^^^^^^ 
u«La  at  the  ttitte  of  the  a,,,roval  of  the  act.  or  to  .^^^ 

in  any  work  o,  raihoad  construction :  "an.!  a.  ntuch  -n  .a.d  ac 

"luhoruc.  Uu-   I're.dnu  of  the  rni.cd  State,  to  extend  and 

complete  anv  railroad  i>  hereby  repealed. 

The  act  was  not  to  be  etttploy-  "  .  a  nteans  of  creattn,  a  s    - 
•1  '  n]\rv  nur>ucd  was  in  con- 

tern  of  governutent  radway.  '^  ^^  ^    ^^..^  ^,^i^„,,, 

forniitv  with  ibc^e  pvnuiple..     L ..  lei.  uar\    i    .  •        - 

Q^,cral  McCallutn  was  appointed  "ntilitary  d.rectov  atul  .uper- 
imendent  of  railroads  in  the  Tttited  State."   wnh  auth.my  to 
" m  r  upon,  take  possession  of,  h.ld  and  u.  all  radroads,  engtr.. 
car.  locl,n,otives.  equT"-"t..  appendage,  and  appurtenance,  that 
nv  be  required.-     Such  portion-  ..f  railways  as  were  aCua  1> 
;"pured    Jere   taken    over,    reconstructed,    an.l    o,.,-ated    under 
(.,,eral    McL-alhuu^   direction.      .\t-   eUicient   organuatu.u    w,a. 
perfected   and   the   uork   apportioned   be.weett   a   tran.p,.rta....n 
section   and   .a  construction   corps,      n.tterettces   u,    uauge   were 
d      u  a.  d.  new  bridge  erecte.l,  additional  lines  laid  down,  track 
:Lferred  frotn  one  point  to  a,K>ther,  nuKhu.  and  car  sho^ 

.-ere  built.  eM-upn^ett,  constructed  and  con,uKuulee,ed.     T^u      he 
,,,,,,,  portion  of  line  taken  over  was.  m  each  usance    reston^l 

to  its  owners  as  soon  a^  the  tnili.arv  exigency  had  passed.  -\n u 
at  the  conclusion  of  the  war  all  the  lines  wh.ch  had  been  taken 
possession  of  in  thi.  manner  were  fonnallv  restored  bv  b.xecu- 
ive  Order  d.a.ed  August  f^,  l^^.?-  At  the  cln.e  of  he  w.at  he 
.over..nent  found  itself  in  possession  of  rohin.  ^tock  and  ,.,ber 
Property  valued  at  ?7..-0n.OO0.  Thi=  it  divided  among  soutlu  vn 
rlad.  taking  their  bon-W  in  payment.  Faihtre  bv  some  ...  the 
roads  to  pav  the  intere^  on  their  boiuU  led  to  ht, gat, on  and  leg,- 
,,,ion    andthe  eontn.vc,-  v  dragged  on  for  a  decade  botore  the 


THE  UNITED  STATES 


11 


ca.se>  were  finally  settkM.  The  tola!  inilca-e  taken  oxer  duriii- 
the  entire  c.in-.e  m1  the  war  was  only  _M03  miles,  all  confined 
to  the  elates  ,.i  \  ir-ini a,  Mississippi  and  Xorth  Carolina.  The 
tjreater  proimrti-u  m!  ilie  railway  service  enjoyed  by  the  -,'overn- 
nieiit  wa■^  peri-rnied  l.y  the  railways  independently  and  the 
■.er\ice  paid  mr  at  rale-  agreed  npon  between  the  railways  and 
the  Secretary  nf  \\  ar 

In  the  (  (.11  federate  St;iie-  no  a<le<inate  control  over  railways 
seenN  to  lave  been  exercised,  and  the  relation  of  that  .-govern- 
ment to  the  roads  v„i-.  confined  tu  agreements  as  to  rates  tor  the 
transportation  of  trooii^  aiv!  supplies. 

W  bile  the  Civil  War  was  <till  rai^dnir  and.  in  spite  of  the  inter- 
pretation placed  upon  the  land  errant  r.cctions  in  railway  char- 
ters at  -.he  beginnincr  of  the  conflict  by  the  Secretary  of  War.  at- 
tempts were  made  in  Congress  to  exact  free  transportation  from 
the  railways.     Ihit  all  attempts  failed,  the  ;;:eiieral  sentiment  bein;; 
that  most  of  the  roads  would  be  l)ankruptcd  by  the  enforcement 
of  such  a  policv.     rmi!  1S74.  the  policy  adopted  by  the  Secretary- 
of  War  was  continued  unchancjed.     In  that  year  Cun.irress  passed 
an  .-LCt    \\iiich  declared   that  no  p;irt   of  the  army  appropriation 
should  be  paid  "to  ;iny  railroad  roiiipanv  for  the  transportation 
of  anv  prop.crtv  or  troops  of  tlic  Cnitcd  States  over  any  railroad 
^vhich     .     .     .     was  constructed  by  the  ai'.  of  a  grant  of  public 
land,  on  'be  condition  that  such  railroad  should  be  'a  public  b.ish- 
wav   foi    -he  use  of  tb.e  govcn^mcnt  of  the  Cnited  States,   free 
from  toll  or  other  cliarge.'  or  uiion  any  other  conditions  for  the 
;,.c  of  such  road  for  such  transportation."     But  the  act  eave  the 
roads  the  rir.;ht  of  appeal  to  the  Ciuirt  of  Claim?  for  the  :    llcction 
of  any  payments  held  to  be  due  thcni.     This  invitation  was  ac- 
cepted and  the  Co-rt  of  Claims,  havini:  ruled  adversely  upon  the 
demands  of  the  voads.  appeal  wa-  t.kcn  to  the  Supreme  Court. 
The  decision   rendered   in   1S"0  was   favorable  to  the  railways. 
This   decision'    went   back    for   its  ha^ic  principles   to  the  eanal 
crrants  where  distinction  was  clearly  m.nde  between  a  toll  for  the 

1  \tclii';on    Tnpcka  and  Santa   Fc  R.  R.  Cn.  v;.  V.  ?..  aiv!  Lake   Superior 
aii.f  Mi.M^Mppi  R.  R.  '"■->.  vs  V.  S..  9.^  U.  S.,  442. 


-^ 


J2  \V\K    M)MlM>n<AllnN   ni    UMIAVWS 

..e  nf  the  lu.hway.n.l.auu-.c  ■...•carriage.     ';;-•;';;;;;;;;;;; 
..rcss  had  this  di^  i.u-tinn  in  n^i.ul  uhci  it  I-as.cd  th.  Uu  1  ..ani 
:    n  ,..  a>,d  "that  d,.  ,e.crvati„n  in  n-.tum  secures  to  the  ,o^- 
;.,.„„,,,  „„,,  a  free  u>e  -f  the  railroad,  concerned  and  t        U 
,,.,  ,.,.  entitle  the  ,uvernu,cnt  to  have  truo,,s  or  l'-l-^>  ";'- 
ported  l.v   the  conipanies  over  their   re-pectue   roads   tree   o 
chlr  'e  for  transiK,rtit.g  the  san.e."     It  i.  doubt.ul  whether    he 
o";    .hose  deLion  was  by  a  bare  majority,  currcct.y  nue  - 
>r  ted  the  i.ttent  of  Congress.     It  >s  n.ore  than  probable    ha 
Cot  e  s  tneant  what  U  said  when  it  enacted  the  words     tree 
^^  toll  or  other  charge'  npon  the  transportat.on  o.  gov  r^ 
1        propertv.  an.l  that  but  for  the  adn.inistrat.ve  mterpretat.on 
,    d      >on'  i     at    the   beginning,   the   railways  in.ght  now   Ix. 
i;!:;d;!ngT  ltt;r.ot.s   government  business   without   con,pen- 

''t'a  few  grants.  Congress  made  its  will  known  bcyon.l  pcr- 
,dventure  U-  addi.tg  to  the  ttsual  free-tro,n-toll  clause,  a  ,.,..>- 
sion  in  substantially  the  following  lorm: 

N,„,  the  satne  (property  or  troops,  ^J:;;"  -^^^l^ll^^ 

transported  at  the  cost,  charge.  ^^"'^*^^1'*^"^^  '"/''/A;?.!J,^' 

,-  th  .  ••omnanv  or  corporation  or  their  successors  or  assigms, 

,.t  tlie  company  oi  >.  ,  ,        ,.  i,,.rem 


having  or  reccivmg 
made.' 


th(. 


!,cnefits  of  the  land  grants  herein 


,„  these  latter  ca.c,  it  i^  •--  .bat  g  .crn.uent  bush.ess  is  to 
1k>  tier  formed  gratuitousl. .  .  . 

I'meet  the  tern,  of  d.e  Supreme  Court  dec,su>n.  a  prov,s,on 
vvas  inserted  in  the  .\rn,y  Appropriation  Dill,  passed  m  1R81. 
appropriating  SIJ.^O.H)  "for  the  payment  of  army  tran^povtat^.n 
hwfnllv  due  ^uch  lan.l  grant  railroads  as  have  not  received  aid 
i't,  ..overnment  l«nds.  to  be  adjusted  by  the  proper  accounting 
officers  in  accordance  with  the  decisions  of  the  Supreme  Court 
in  cases  decided  un.ler  such  land  grant  acts,  but  m  no  ca.se  shal 
,„orc  tb.-m  fifty  per  cent  of  die  full  amount  of  the  service  be  paid 

Tj^Tom  a  tan.l  «r.nt  t„  the  Chicaj^o.  Milwaukee  and  St.   Paul   Ky.,  July 
4.  lS(.(v 


THE  rXriKI)  STATKS 


1^ 


„m,l  ;i  iliuil  ju.linal  .lcci>i.m  .shall  he  ha.l  hi  respect  ul  ra.h  case 
in  ilisputc."  siuh  i,aMinnt  lu  he  accei-ted  as  in  full  of  all  demands. 
The  lolluui.i-  year  th.s  clau.e  wa»  reenacted  with  the  pr..visi..n 
llial  the  fifty  l-er  cent  a.nii)on.<ition  was  tu  he  cuinimted  np-n 
the  hasis  ot'  tariffs  for  like  tran-iM illation  perlurmed  l-r  the 
pnhlic  at  la.-e.  In  ISOl  a  clau^e  v. as  added,  providing  tliiii  '.he 
government  shnuld  pay  at  such  rate  as  the  Secretary  oi  War 
should  consider  ju-i  and  reasonahle.  hut  nnt  to  exceed  60  per 
cent  of  the  coiniH;nsation  charged  to  private  parties  for  like 
transiMiirtation.  This  figure  of  60  jier  cent  was  changed  t(3  30 
per  cent  the  following  \ear,  and  has  since  been  reenacted  in  each 
annua!  arinv  appropriation  bill  without  modification. 

The  rates  pre>cril)ed  by  the  Secretary  of  War  are  the  maxima 
allowed  under  this  provision:  that  is,  fifty  per  cent  of  tariff  rates 
for  roads  receiving  land  grams  under  the  terms  ..f  the  free- 
from-toll  clause.  In  the  case  of  the  one  bond  aided  n>ad  whose 
financial  relations  with  the  governnient  are  still  unsettled— a 
portion  of  the  Miss<iuri  Pacific— the  government,  in  compliance 
with  statute,  withholds  all  payments  for  transportation  and  ap- 
plies them  on  the  interest  upon  I'nitcd  States  bonds  issued  to 
the  company.' 

In  order  to  participate  in  government  traffic,  a  large  proiwr- 
tion  of  the  carriers  have  agreed  to  charge  on  competitive  busi- 
ness onlv  the  rates  that  land  grant  roads  are  permitted  to  charge. 
These  carriers  are  known  as  "equalization  lines."  Some  roads  de- 
cline to  I  it'fer  land  grant  rates  and  some  roads  except  certain  kinds 
of  traffic  that  is  unremunerative. 

The  Spanish  War  providecl  ,i  valuable  lesson  to  the  i^nvern- 
ment  as  to  the  results  that  inevitably  follow  from  a  decentrali- 
zation of  authority  in  tnmsportalioii  matters,  and  a  total  lack 
of  cooperation  with  the  railroad  ami;  rities.  So  far  as  the  trans- 
port.ation  of  troops  was  concerned,  the  movement  scenis  to  have 
been  accomplished  with  despatch  tv.v]  without  interference  with 
ordinarv  traffic  ;ii.)venic;it.  The  report  of  the  quartermaster 
"■encral    fur  1S"^8  refers  almixt  with  eiitluisiasm  t'>  the  success 


July 


1  S.riinii  .s260.  Rev.  Stat. 


m 


,a>s  nu.vc.l  ir.8.,3  uOk.rs  a.ul  435....')  uK-n-a  -l^'-el     n  al 
;ovc.ne.u  ulK-n  compared  uith  uur  recent  experience      but  the 

.unnlv  the  can.ps.     As  an  iUnstrat.on.  stipphes  lu,   .0(>CH.  men 
\,    cred  to  -rantpa.     In  their  eiiort  to  deUver  the.e  cars 
;  mpt  V.  the  railways  created  a  congestion  so  ser.ons  that  who  e 
H  H-s  were  Ulncked  as  far  north  as  Coh.mhia.  S.  (  .     l-.e.t,d>t  car. 
re    ot  labeled ;  no  cte  k.tew  what  any  car  contan.ed  or  wher 
a  V  speciik  sttpplies  were  to  he  fot,nd.     Railroad  ottu-ers     ad 
Icn     nlkd  upolt  to  perforn,   service  w  ithout  a.ty  pre  unn.ary 
:;,.,.    and  were  pttt  ttmler  the  authority  of  local  and  mn.or 
,i,i,a,v  connttanders  who  were  concerne.l  only  wuh  the  prol. 
.s   ,;f   their  own   territories.     There   was  „o  cotnprehetnsne 
„lan    nn  concentration  of  authority  in  the  othce  ot  the  quarter- 
master ,'cneral.     Had  the  conflict  Keen  serious  and  ,.rolo,iRed. 
this  utter  breakdown  i,>  the  qnarterntaster  service  would  have 
been  a  significant  factor  in  the  final  outcome.    Troops  and  sup- 
plies were  tra.isported  by  the  railways  unde,  contracts  which  in 
Uneral  provided  for  payment  m,  the  land  jrrant  hasK, 
'  Evidentlv  the  experiences  r,f  the  Spanish  AN'ar  had  .sunk  deep 
into  the  minds  of  army  officials.     The  lesson  ot  the  ftitdity  o 
decentralization  in  the  handlint;  of  transportation  problems  had 
iK^en   learned,  and  when   Mexican  troubles  lo<nne<l  up  on  our 
southern  horixon.  ^tep<  were  early  taken  to  avoi.l  the  danger  of 
anv  repetition  of  the  ineptitudes  of  1898. 

■\s  earlv  as  October  <.f  1915,  the  quartermaster  general  ad- 
,lrc<'-ed'  a'  letter  to  the  Secretary  of  War  recommen<lins  that 
be   communicate   with   the    American   Railway   Association-a 
national  organization  in   uhich  railways  are  ac   a  rule  rcpve- 
.ented  bv  their  operating  execmives-=Mcr^'es.m.cr  the  establish- 
ment within  that  asso<-iation  of  a  com.iiittee  on  nuhtary  trans- 
portation  with   which   the   nepartnunt   could  cooperate  in   the 
tran^p-rtation  of  troops  and  supplies.     In  conformity  with  this 
su-"c<tion    a  Special  Committee  on  Cooperation  with  the  Mili- 
tarT  Authorities  wa.  api^ointed.  consisting  of  Fairfax  TTarnson. 


THE  UNITED  STATES 


15 


rroi.lcnt  of  the  Southern  Kaihvny.  Chairman:  K.  H-  Aishton. 
PreM.lent  of  the  Clncatio  and  Xorlhwestern  Railway.  A.  W. 
Thompson,  \-ice  I'rcsident  of  the  I'.ahiniore  and  Ohio  Railroad, 
an.l  W  (;  lie-^ler,  I'tesident  of  the  Central  Railroad  of  New 
Icrsev  Conterences  were  held  Ix^twecn  this  committee  and  the 
qnartermaster  j^eneral's  office  and  a  general  plan  ot  coo,,erat.on 
was  ontlmed  which  could  l)e  made  operative  at  any  time  .>t  public 

emcrj;encv. 

When  the  call  for  the  mobilization  of  slate  mihtia  was  issued 
in  luue    1*»16,  the  plan  earlier  prepared  was  put  into  effect.     A 
railroad  official   uas  placed  in   thr  office  of  the  quartermaster 
general,  at  each  deparimcnt  head-iuarters  and  at  every  mobiliza- 
tion camp,  to  assist  in  aiiv  way  possible  in  the  assembling  of 
eriuipment  and  its  loading  and  unloading.     The  TuUnian  Com- 
pany established  an  office  in  Washington  to  direct  the  distribu- 
tion of  tourist  sleepers  in  cooiK-ration  with  the  <|uartennaster's 
office.    .\  meeting  was  immediately  hcM  in  \\;i-liiiii;ton  at  xsliifh 
the  railway  executives  pledged  themselves  to  make  available  all 
their  e(iuipment,  motive  power  and  i^rsonnel.  and  i.l.tccd  the 
execution  of  plans  in  the  hands  of  their  special  conimiticc.    This 
committee,  in  contrast  to  the  Railroads'  War  P.oard  later  created, 
concerned  itself  only  with  the  transportation  of  troops  and  mil- 
itary supplies,  and  except  in  matters  directly  affecting  train  oi«ra- 
tion'.  acted  only  on  instructi-ii^  from  the  \\ar  Department. 

As  early  as  l'^12.  the  quartennaster  general  had  drawn  up  a 
plan  with  the  Master  Car  lUiilders'  Association  for  placing 
placards  on  carload  shipments  of  goveriiiiieiU  pi-operty  in  lime 
of  \\ar  or  threatened  war  which  should  give  priority  to  govern- 
nient  freight.  T.is  plan,  now  made  effective,  expedited  the 
movement  of  freight  and  eliminated  the  conge  i-n  which  br.ike 
down  the  tran-portation  machine  in  1S9S.  Cars  so  placarded 
wete  given  right  of  '.vay  from  origin  to  destination;  they  were 
never  sidctmckcd  except  to  be  placed  in  through  trains;  they 
were  shifted  and  unlo.nded  without  awaiting  the  formality  of  the 
surrender  of  bills  of  lading.  The  call  upon  the  railroads  for 
transportation  came  at  a  time  when  commercial  passenger  traf- 


K, 


W  \k    \I)MINISTR.\TIf)N  OK  RMI.WWS 


..f 


f.c  wa.  a.  u^  lKii;l.t-in  tl.c  lortnij^lu  inclu.linR  the  l-ourth  of 
lulv  ^■i•l.  tH.-cau>c  ..I  careful  preliminary  planning  and  a  con- 
centraiinn  of  autlK.ritv  in  Wa^iin-ton.  the  movement  uas  ef- 
feclea  will...ut  conK^stion  or  delay  and  without  inconvenience 
to  the  travdMV.'  puMic.  From  the  In-^jinninR  "^ /''^  '"^f";^"^ 
up  to  Inly  M .  1*M<'..  there  were  transported  to  the  harder  111.  M  ^ 
men  uith  iinpodinienta  nuuerials  an.l  supplier  The  distance 
travele.l  varied  fmni  f*^f<  tiiiles  for  the  Louisiana  troops  to  2  Jib 
miles  for  the  Connecticut  troops.  Says  the  quartermaster  ^'cn- 
eral : 

r.iiM.leiinc  the  threat  distance  traveled  l.y  ilic  mihtia 
inm.  die  various  camps  to  the  Mexican  Iwrder.  the  tact 
that  there  was  hut  a  single  accident,  and  that  of  minor  char- 
acter, the  celcritv  with  which  the  trains  were  moved  and 
the  eiuire  ah>ence  oi  con^'e<li<.n  or  delay,  it  is  iKlieved  that 
tiiere  ha-  U-en  no  case  in  history  where  troops  have  been 
as  well  an.l  safely  transported  ..r  as  we"  .nr,  d  .nv  wlu.e  en 
route  a<  in  the  recent  mobilization. 

The  .'Secretary  of  War.  in  his  amnial  report,  makes  the  follow- 
inj;  comment : 

The  di-turbed  condition  on  the  Mexican  border  in  onse- 
(luence  of  the  Columbu^  raid  save  us  an  actual  experuucut 
in  the  use  of  our  railn-ad-.  the  readiness  with  which  their 
facilities  could  be  ov-aiiized  in  the  service  of  the  Rovern- 
nient.  and  a  most  instnutive  and  helpful  demonstration  of 
the  heartv  cooperation  which  the  government  can  expect 
from  tho'^^c  who  manaLrc  these  sreat  transportation  enter- 
prises. 

Out  of  the  eNi>erience  <k■ri^ed  i.om  tlii-  ii"..].  movement  lircw 
the  effective  orsani;:ation  which  welded  ih.>  railroads  of  the  nation 
into  one  operntinu  u!iit. 


1 


CHAPTER  HI 
War  Ore  aniration  of  the  Railways 
|„    ,l,c    \n.u    Api-n-l-riati..,,    Art   -I    Ai.^isl  .").    lOK,,    was 
cnnt:.iiR-.l  a  provision  to  otaMisl,  a  Inumil  of  National  Defense 
"for  the  coordination  of  industries  and  resources   for  the  na- 
tional securitv  and  uclfare."     This  act  .lirccte<l  the  Council  of 
National   ncfensc.   which  consisted  of   six  cahinot   officers,  to 
nominate,  and  the  President  to  appoint  "an  A-lvisory  Cointms- 
sion  consisting  of  not  more  than  seven  persons,  each  oi  whom 
shall  have  special  knowledge  of  some  indu-try.  pul.lic  utility,  or 
the   .leveloi.ment   <<i    sonic   natural   resource,   or   he  otherwise 
-peciallv  (lualified"   for  the  performance  of  duties  assigned  hy 
the  commission.     The  duties  of  the  Council,  which  were  specifi- 
cally mentiiined  in  the  act.  were  numerous  and  of  lartje  sir^nih- 
cance  in  the  great  campaifrn  of  preparedness  upon  which  the 
countrv  was  entering.     Tlic  first  of  these  prescril>ed  duties  was 
"the  location  of  railr.jads  with  reference  to  the  frontier  of  the 
United  States  so  as  ta  render  possible  expeditious  concmtration 
of  troops  and  supplies  to  points  of  defense;  the  coordination  of 
military,  industrial  and  commercial  puri)oses  in  the  location  of 
extensive  highways  and  hranch  lines  of  railroad;  the  utilization 
of  waterways."     As  the  transportation  exjiert  who  should  l>e 
responsible   for  the  development   and  use  of  railway   facilities, 
the  I'resident  ajipointed  Daniel  Willard.  President  of  the  Balti- 
more and  Ohio  Railroad,  and  he  was  made  chairman  of  the 
Committee   on   Transportation   ami   Connnunication,   and   later 
chairman  of  the  Advisory  Commission. 

Upon  the  initiative  of  Mr.  Willard.  the  executive  coniniittcc 
of  the  .American  Railway  Association  met  on  February  \C,.  I'M 7, 
and  elalwrated  plans  for  the  more  complete  cooperation  of  rail- 
ways in  the  scheme  of  national  defense.  These  plan-  wore 
enil)odied  in  the  following  resolutions: 


18 


W  \K    \|iMINI>rKMIi'N   Ol     KMI.W  V\' 


*t 


y  ^  I  hi'  rii-i.liiit  <-i  the  L'nittMl  Sialo  lias  ap- 

„.,MUc'cl  •.  r.'.n.Kil  ..I  National  Defense  lor  llie  purpose  of 
Uertaiinui;  tin'  rex.urce*  ut  tlu-  country  aiul  oi  seairuiK 
,1h-  c eriition  ol  all  ..ruanize.i  tran>portaiiou  and  indus- 
trial activities  in  turtherance  of  tin-  i.uriH)se. 

Ki<oi\ii).  lliat.  in  order  tliat  tlie  railways  may  he  m  a 
nosition  to  assist  with  their  full  Mren^th  the  ImuuciI  ol 
N  itional  Defense,  fourteen  ineniliers  he  added  to  the  special 
r.".iuH.ittee  on  Cooperation  with  the  Military  Authorities. 
including'  Mr  l"airfax  Ilarris.m.  as  general  chairman,  so 
as  to  c.'mstitute  a  onimittee  of  ciirliteen  inemherN  to  rel>- 
resciit  the  railways  in  connectinn  with  the  w..rk  whuh  lie 
Council  of  National  De'"  M-e  has  in  hand;  the  '"emher.-.  np 
Mt  the  c.-mmittec  to  he  .  •>eiUative  of  the  fonr  (4)  ann> 
dcpartnants  into  which  the  conntry  is  divided. ^ 

Kisoivii..  That  the  name  of  the  Special  Loinnuttee  on 
C.w.peration   with   the   Military   Authorities  U-  chan;;e.l   to 
Special  Committee  on  Xatiniial   IVi.-.,..,  of  the  American 
Uailway  Associati'-u. 
Tlu-  o.mmittee  appnim.d   under  tin.  res<ihition  consisted  of 
p-airiax  Harrison.  I'rc^ident  ..f  the  S-uthcrn  Railway  a>  chair- 
„,a„    an.l  s.-vent    -i  oihrr>- ->ix  iu  the  I- astern  Department,  hve 
in  the  Central  Deiarinuut.  .-uul  three  each  in  the  SMUthcrn  and 
We.tern   Departments.     On  the  ^ame  .lay  the  rre^ident  ol   the 
\,uerican    Railway    Ass,xialinn.    .Mr.   W.    W.    .\tterhury,   \  ice 
I're-.ident  of  the  renn-vlvauia  Railmad.  sent  a  tele-ram  to  the 
president  of  everv  railroad  in  the  country,  descrihiu.^'  the  action 
taken  and  re(|ue>linu  the  he.arty  co..,>eration  of  each  railway  m 
the  work  of  the  C^-uncil  ..f  National  Defense.    The  Si.ccial  Com- 
mittee on  National  Defend-  w.i-  calle.l  into  conference  onMarch 
1  with  the  Secretarv  of  War  and  other  ..fficials  of  the  War  De- 
partment, where  definite  plans  were  drawn  ui.  for  or-ani.ation 
lonkina  toward  sjreater  cooperation. 

li  thu^  U'comes  clear  that  the  sn.un.lw.rk  for  railway  nnity 
in  ,l,e  puhlic  interest  ha.l  K-en  laid  previnus  to  our  entrance  mto 
the  war.  ami  that  much  ha-l  heen  done  in  the  w.ay  ot  prepared- 
ness which  was  of  material  assistance  toward  speedy  and  effec- 
tive accomplishment  uhcn  the  countrv  had  actually  entl^arked 
upon  the  coiithct. 


THE  L'NITEII  sr\TKs 


l" 


„eda.a.i..n  ni  a  >iaic  of  .ar  bct.eon  the  Uu  e.1  bUtc,  and 
ConnaMV  v.a,  l..rn.ally  n.a.U-  Ly  V-n^rt.s  on  April  b.  UJl/.    Ik 
nmclin'u  .lav.   Aj.ril  5.  Chairn.an   Harrison  ^avc  out  a  state- 
;,K„l  in  u hid.  he  announccMl  that  the  railway.  actn,u  thnn.Rh 
iheir  otlicial  organization,  the  American   Railway   A>..x-.at.on. 
wlmh  ha.l  in  un,.  .lcK:^atc.l  the  p..^^er  to  the  hpecal  Lounr  itec 
.,„  National  Defense,  ha.l  arrange.!  to  ,«.t  at  the  scrv.ce  o    the 
oovernnK-nt  an.l  t,.  ,ive  it  the  preferential  use  of  all    ac.ht.es 
which  ...iKht  he  nec.U.l.  an.l  i.Un.s  ha.l  l-ee..  co.n,.lc.e.l  iK-twce.. 
tlH-  railway  co.n.nitlec  ;ai.l  the  ,iuartennaster>  .lepar.n.ent   tor 
,„aUinfr  the  n.ost  efTcctive  use  of  facilities  in  ease  of  war.     He 
called  attention  t..  th.    fact  that  in  contract  with  the  piocc.hire 
i„   i.„ol:„Kl  where  the  government  assumcl   re^'onsihihty   for 
,l,c  ....eration  of  the  railroads  an.l  guaranteed  net  earnn.«s.  here 
the  .'overn.nent  woul.l  confine  itself  to  a-lvisin-  the  roa.ls  as  to 
the ''service  re.|nire<l  an.l  the  icsponsil.ility  w.nld  U-  upon  the 
raihnads    operatint;  as  ..ne  miifie-l  system,  to  provide  that  ser- 
vice.    The  chairman  expressed  the  heljef  that  this  plan  of  hold- 
in"  railwavs  resj.onsil.le  for  results  would  work  for  efficiency, 
and  that  the  railwavs  would  he  ahle  to  meet  jrovernmeni   re- 
quirements with  preferential  trcatme.U.  and  at  the  same  tune 
liandle  co.u.uercial  I.usiness  without  substantial  delay.    While  he 
asserted  that  the  railroads  were  keenly  appreciative  of  thi;  <:>p- 
portu.iitv  to  demonstrate  to  the  country  the  value  in  time  of  war 
of  "railroads  with  elastic  manafrement,"  a  careful  reading  of  this 
pronouncement  reveals  clearly  that  it  was  intende.l  as  a  w  arninR 
and  not  as  a  mere  statement  of  policy.     The  railways  were  on 
trial.     Upon    the    success   of    their   cxperation    dei>ended    the 
preservation  of  the  principle  of  "elastic  management." 

Rut  the  Council  of  National  Defense  was  apparently  intent 
upon  a  more  thoroushp:.jintr  railway  cooperation.  Mr.  Harri- 
son's statement  had  to  do  only  with  the  hnn.llin.i,'  of  fjovernment 
property,  whereas  the  Council  wns  interested  in  all  the  vast 
problems  of  in(hl'^Ir^■  that  lav  back  of  the  mere  movement  of 
government  troops  and  supplies.  AToreover,  it  seems  pn.bable 
Hiat  the  Council  wa^  not  altotret'  .  ,   sure  that  the  Special  C.in.- 


<* 


20  WMi    \|iMIM-M<  \  I  liiV   i>l     k\llA\ W- 

iiiiltLC  ..11  Xatioiml  iX'icnsc  could  sjicaU  wiili  cmitc  .uiiridcnce 
lor  llie  railwavs  as  a  wlii.le  and  that  ><nm  mure  dclinite  i)leds,^e 
of  .-111)1). Tl  ua.-  necessary  it"  the  railways  were  to  reiiiaiii  inde- 
pciKlciit  ill  llioir  .iiieratioii.  Tlie  Council  iiiilio.licd  its  desires 
in  a  resi  Iiition  as  follows: 

Rks()I.vi;i).  'J'liat  Coniinissioiicr  Willard  be  rctiuested  to 
call  uiion  the  railroads  to  so  organize  their  husiness  as  to 
lead  to  the  t,Meatcst  expedition  in  the  movement  of  frcitjht. 

t'oiiiini>Nioiier  Willard  iniiiiediately  called  the  railway  execu- 
tives to  WashinKl"n  by  lelei^ram.  and  on  April  11  there  took 
place  the  must  si.iu'-niticant  asseinl)lat,'e  of  railway  nien  that  has 
ever  occurred  in  our  history.  I'.very  railway  represented  i^ave 
up  its  initiative  ami  its  indeiK-ndence  l^r  the  i)eriod  of  the  war 
and  united  with  the  re-t  in  tl:e  creation  of  a  single  unified  rail- 
wav  .-v-ieiii  for  the  entire  country  under  the  sole  ilirection  of  .. 
coniniittee  in  Wa<lnni;ton.  .Xearly  -even  hundred  railway  ex- 
ecutive- placed  their  siunaiure-  ii]iun  the  fnllowin-  extraordinary 
res"lution : 

Ui;soi.vi;i).  That  the  railroads  of  the  I'nitcd  States,  act- 
ini;   through   their   chief   exvcutive   ofiTicers   here   and   now 
assemhled.  and  -tirrcil  Iiy  a  hi-h  -ense  of  their  opportunity 
to  l)e  of  the  g'  .itest  -crvice  'o  their  country  in  the  present 
national  crisis,  do  hereby  i)kdf;e  themselves,  with  the  gov- 
ernment of  the  United  States,  with  the  governments  of  the 
c  "ral  states,  and  with  niie  another,  that  during  the  present 
war  they  will  coordinate  their  operations  in  a  continental 
railway  svstcm,  merging  .luring  such  period  all  their  merely 
individual   and   competitive  activities  in   the  etlort  to  pro- 
duce a  maximum  of  national  transportation  eft'icicncy.     To 
this  end  they  hereby  agree  to  create  an  orgaiii;^ation  which 
-hall  have  general  authority  to  formulate  in  detail  and  from 
time  to  time  a  policy  of  operation  of  all  or  any  of  the  rail- 
wavs, which  policy,  when  and  as  announced  jiy  such  teni- 
porarv  organization,  shall  be  accepted  and  earnestly  made 
effective  bv  the  severa'    uanagemenK  of  the  individual  rail- 
road cmniiTinies  here  represented. 


Tlir.  LMTKl)  STATE- 


!1 


It  wa.  a  .Iramatic  nvmcnt  in  the  history  ot  railway  numage- 
,,a-nl  an.l  control,  cactinR  a  policy  which  will  have  far  rcadnn.r 
consciucnces  after  the  war  has  ceased. 

,.•„,    ,lK.   execution   -f   this   plan,    the   Special  Commutee   on 
Xainnal    Defence    wa.   enlarse.l    to   thirty-three   me.til)ers    and 
.Hvide.1  into  ^ix  .leparin.ents  eorrcspnn.lin-  to  the  deparlnients 
„f  the  arntv.'     An  executive  omunittee  of   tne.  selected   trom 
,hi.  .pccialcotnumtee  and  known  as  the  Railroads'  War  Board, 
e.tal.li^hed  head.marters  in  Washin.tzton.     It  consisted  ot   1-air- 
laK  Hrrrison.  l>re>ident  of  the  Southern   Railway.  Chairman; 
^^anuiel  Kea.  l're<ident  of  the   Pennsylvania   Railroad,   llou.ird 
Flliott     Chairman    of    Connnittee    on   Intercorporate    Relations 
Xew  \ork    Xew  Haven  and  Hartford  Railroad  Company  and 
Chairn.an  of   I'-xecnuve  Committee.  Northern  Pacihc  Radway. 
luliu.  Kruttschnitt,  Chairman  of  the  Southern  Fac.hc  Company, 
an.l   Hale   Holden.   President  of  the  Chicago.   Bitrlmjrton  and 
Ouincv   Railroad.     Mr.  WiHard.  as  ex  officio  memlier  ot  the 
Executive  committee,  furnished  the  connection  with  the  Coimcil 
,,f  Xatioual  iX-fense.  and  iuhvrrd  E.  Clark  performed  the  same 
function    in  behalf   of   the   Interstate   Commerce   Comnnssion. 
Directlv  reporting  to  thi^  W  ar  Board  were  seven  subcommittees 
under   who<e  directi.^n  the  various  policies  of  the  Board  have 
been  i^iven  expression:  namelv.  The  Cotnmission  on  Car  Ser- 
vice an<l  sui>committces  on  Military  TransiK)rtation  Accounting. 
Militarv  lu|uipment  Standards.  Materials  and  Supplies.  Military 
Passenger  ■iariffs    Military  Freight  Tariffs,  and  Express  T  ran=- 

portation. 

The  Commission  on  Car  Service  has  been  so  conspicuous  in 
the  work  of  the  railwavs  that  its  development  requires  treatment 
in  some  detail.  It  was  originally  a  standing  committee  of  the 
\merican  Raihvav  .\^^.K,-iation.  and  on  December  5.  F^ir>.  was 
reconstituted  and  established  in  Washington  as  a  successor  to 
the  Commitf  -e  on  Car  !•  rificiency  which  had  lieen  acting  in  co- 

"^.T,7\I-,rcl,  m7  the  Sccft;irv  ..f  \\;ir  si.lulivi.UM  tlu-  i;.a,torn  DcpartmciU 
U,,.tl,reoiarate- lections.  .l,„i  mcrcasin,  .ho  ,mml,er  of  ,lepart,nc,us  from 
four  In  six. 


3. 


s 


9? 


\V  \U     \liMIN 


l-Tk\T|(iN  OF  KAII.W.Wr 


operation    xvith    the    hucr.iaic    Loinnierce    Connni.Mon    in    an 
ciuleav..r   lu    relieve   rar    >l.ortau'e    and    conj;est.un.     bnue    ihe 
outbreak  ui    he  V  rui^ran  W  ar.  the  pnrdiases  ot  l>ell.gerenl.  ni 
this  countrv  lia.l  created  a  .leinan-l  fur  tran>porlation  that  our 
tacihties  proved  inadequate  to  meet.     The  uneertauUie.  ot  ocean 
transportation   adde.l   t.>  the  (hiticuhies  of   rejrubr  and   speedy 
niovemenl.  an,l  thi>  led  to  serious  congestion  at  the  ports  and  on 
lines  leading  thereto.    At  the  suggestion  of  the  Interstate  Com- 
merce Comnnssion  and  with  its  cooperation,  an  ettort   toward 
Srei-ter  unhv  of   action   was  organized  hut   the  situation  grew 
worse  rather  than  better.     The  establishment  of  the  far  Service 
Commission  \sas  a  part  of  the  attempt  to  improve  the  situation. 
Working  in  cooi>eralioi;  with  the  Interstate  Commerce  Commis- 
sion, this  bodv  had  received  weekly  reports  from  all  parts  of  the 
countrv    distributed  box  cars,  ordered  the  return  to  owners  of 
open  top  cars  for  coal  and  ore.  relievetl  the  difticulties  in  resi^ct 
to  refrigerator  equipment,  and  imposed  embargoes  when  found 
necessarv.     This 'was  without  much  regard  to  the  code  of  car 
service  rules  adopted  by  the  American   Railway  Association  in 
Xovcniber,   1916.     The  situation  was  out  of  hand,  and  dra-tic 
emerL;encv  orders  took  the  place  of  rules. 

Meanwhile,  the   Interstate  Commerce  Commissi. ,n  bad  l>een 
making  an  investigation.     Its  report  on  car  suj.ply  was  issued 
in   Tanuary.   1^17.  and  the  Commission,   by  a  vote  of   four  to 
three,  pre.scrilicd  a  partial  code  of  car  service  rules  by  an  exer- 
cise of  authority  which  was  at  least  doublfnl  iind.r  the  statute— 
a  doubt  which  the  Commissi. .n  voiced  in  a  rc(|uest  to  Congress 
for  the  grant  of  tiiis  si>ecific  power.     This  stirred  the  railwavs 
to  action.     The  Commission  on  Car  Service  was  reorganized, 
an.l  ^iven  full  nowers  until  May  1  to  deal  with  the  situation  l-y 
an  agreement   sioned  by  the  roads,  under  which   they  under- 
t<x>k'to  o1)ey  the  new  code  of  car  service  rules  then  adopted. 
P.y  this  agreement  thcv  als,>  conferred  authority  upon  the  Car 
Service  Commission  to  make  stich  necessary  modifications  in  the 
rules   as  exigencies   might    require.     The    Interstate   Commerce 
Commission  thereupon  postpone!  ibe  eff.ctive  date  .'f  its  ..nler 


THE  UNnED  STATES  -'' 

C.nn.iiion  of  U>c  .nluav.  n,  U.  aucupt  to  n-ke    he  r     ul  - 
tion.  of  the  ra.lwavs  ellecluc.     At  the  nu'cfng  .>n  Apnl  11.  at 
1     h  tho  raUwav  executive,  completed  thur  naUonal  or,.n,.. 
:L  .or  .a,-  pur,;.e.  the  Conutussion  on  Car  Servu:e  u^le  a 
.uhcomnuttee  of  the  Special  C-o,nm,ttce  on  ^=^^   '  ^       ;^'^;,„„^. 
lloNvever,  Congress,  viewing  uuh  cnuccrr,  the  t.alti.  con,.. 
,„      .  f  1916  and%he  iK.ssibihty  of  stUl  more  ser.ous  confus.on 
',„„,.  fnnn  our  entrance  into  the  war.  was  unw.lhng  to    ea^e 
Vaut,ou  ,.f  the  pro.lent  of  car  supply  wholly  tn  the  han.ls  ot 
he   ra,Uvav..     To  l>e   stne.  the   Inter.atc  O— ce    .  on  m^^ 
,„„  ,a.  co„perating  atul  its  cotmsel  was  Ix^ng  heeded,  but  the 
Connnission  1  ad  no  specific  statutory  power  to  take  the  .ttuat.on 
^;:,us,v  in  hand.     Accordingly,  on  ^lay  29.  191.  Congres^ 
acting  upon  the  reconnncndation  of  the  Contnnss,on.  passed  the 
l.■^ch  bill  amendmg  the  .\ct  to  Regulate  Commerce.     lh,s  gave 
the  Interstate  Commerce  Commission  power  after  hearmg  either 
on  complaint  or  on  its  own  initiative,  to  establish  car  service 
rules  concerning  the  movement,  distribution,   exchange,   inter- 
change, and  return  of  cars,  including  the  classii.caf    •  o'  ^''y- 
pavment  for  use  of  cars  of  other  railway,  and  penalties   for 
non-observance    of    the   rules.     Whenever   in    its    judgment    an 
exi-ency  exists,  the  Commission  may  at  once,   without   tormal 
notice  or  answer  bv  the  carriers,  suspend  the  ..poatmn  .-t  cx,-t- 
ino-  ruk-  and  substitute  others.     The  Commission  may  al>n  ve- 
(u'dre  the  carriers  to  file  their  rules  and  rcgidations  concerning 
car  service  as  a  jxirt  of  their  tariffs.     The  act  is  permissive  and 
not  c.mpulM.rv  and  tluw  far  the  Conmiission  has  not  seen  fit  to 
exercise  its  anlhoritv.    The  railways  were  apparenilv  m  be  given 
the  initiative  during  go-d  Ix-havior.     The  Interstate  Commerce 
Commission  has  orqani/e.l  a  r.nreau  of  Car  Service  by  appoint- 
in,.-  representatives  who  sit  with  the  railways'   Commission  on 
r-n-  Service,  and  all  regulations  adoj^cd  by  the  railways  must 
presumablv   l>e  approved   bv   tbc-c   representatives.     Otherwise, 
ibev   can   proniptlv   withdraw   to   their  own   office   .tnd   put   the 
ninchincrv  nf  ihe  new  ,act  int^  nperati.  n.     The  position  that  the 


24 


■i~  1 1 


'N  OF  KAII.WA'i-s 


interstate  totiiiiierct  Luiiiiiussiuii  jirujwsed  to  take  in  the  exer- 
cise of  its  new  pouers  was  thus  expressed  by  Conmiissio:  er 
Clark  in  July  : 

Tliai  law  I  the  Hsch  bill )  comes  into  existence  at  a  time 
wlicn  the  railroads  themselves  are  in  my  judgment  dcalin" 
uith  tl.is  situation  in  a  coniprche:i>ive,' patriotic,  able  and 
fair  manner. 

It  uduld  be  most  tni fortunate  if  I)ocaiisc  that  law  has  cast 
upiin  the  Commission  the  powers  aiul  duties  which  it  does 
cast  ujKin  lis.  the  railroads'  oflicers  should  feel  discouraged 
in  their  efforts,  and  I  can  say  authoritatively  that  it  is  not 
the  desire  ofthe  Commission  that  they  should  so  feel,  be- 
cause in  so  far  as  our  diuics  reach  w'e  hope  to  work  the 
problems  out  in  cordial  cooperation  with  this  Committee. 
We  do  not  want  to  interfere  with  anv  well  laid,  well  con- 
ceived plan  that  this  Committee  has  formcil.     We  are  or- 
ganized to  perform  those  duties  with  those  purposes  defi- 
nitely in  mind.  W'e  wish  to  establish  the  best  possible  means 
of  contact  with  the  Car  Service  Comniivsion  and  to  have 
thorough    understandings    with    them.     We    will    have    no 
secrets  from  them  and  will  consult  frcelv  with  ilieni  on  im- 
portant matters. 

It  is  not  perhaps  entirely  unfortunate  that  this  law  was 
passed,  l^ecause  in  any  large  UK.vement  Ut  iirogress  or  re- 
form we  run  against  the  recalcitrant  that  will  h'mi  willin-Iy 
get  into  line.  So  if  it  l>ec(jmes  neccssan,-  in  dealing  with 
recalcitrants  or  insurgents  the  Commission  will  have  liie 
power  to  require  proper  action  an<l  will  not  hesitate  so  to 
act. 


So  imiK>rtant  ha^  been  the  « ork  of  this  railway  committee  on 
car  service  and  so  sigpiificant  the  re-ults  of  its  efforts,  that  the 
subject  will  be  given  separate  consideration  in  the  chapter  on 
F.fficiencv. 

The  actn-ities  of  the  remaining  committees  reporting  to  the 
War  Hoard  may  l)e  summanVe.]  briedy.  The  subeoinnmtec  on 
Military  Transportation  .Accounting  consists  of  seven  chief  ac- 
counting ofiRcers  with  head<|uarters  in  ^^^^.shington.  Its  func- 
tions have  been  of  tw.    kinds;  f.rst.  to  expcliie  movement  of  both 


THE  L-.\1TED  STATUS  2o 

gOMrniiirtit  ainl  ci  JiiiiiKTcial  frciglii  l>y  tlii.-  iiUnnlin-U' ^ii  mI  uiurc 
rt'luicul  aciouiilinj^  iiictliocis,  ami  second,  to  assist  ariiu'  quarter- 
iiia^UTs  in  tin-  accnuiitino;  details  incident  to  the  transportation 
L>f  iri.mii>  and  niditary  supplies. 

The  complete  organization  subordinate  to  the  Military  Trans- 
portation Accounting  sulKomniittcc  consists  of  (a  )  seven  i^xncral 
accounting  agents  who  keep  in  IijikIi  with  the  seven  departmental 
ctunmandants  and  with  ilic  adjutant  gcneials  nl  the  slates  com- 
prising the  districts  to  which  they  are  assigned,  rcjKjrt  their  ac- 
counting needs  to  the  accounting  officers  in  each  state,  and  cor- 
rect nr  adj'.ist  such  accounting  irrcgulaiities  as  inav  he  within 
their  power:  (hi  forty-one  state  accounting  otticers,  whose  duty 
it  is  to  keep  in  touch  with  governmental  officers  in  their  resi)ec- 
tive  states  (some  officers  representing  more  than  one  state),  to 
supervi-e  the  field  reiiresentativc-;,  and  act  upon  condition^  re- 
ported hy  them.  They  represent  all  railways  in  the  states  to 
whidi  they  are  appointed  and  report  to  the  chairman  of  the  sul)- 
conimittee  in  Washington,  (c)  Ai>proxiin;itely  one  huinlred  and 
two  accountaiits  or  field  representatives  who  are  located  at  the 
cam]iv  They  are  appointed  hy  the  state  accounting  officers  to 
whnni  ilicv  Import  weekly.  Tiie  chairman  of  the  ^uhconimittee 
in  \\  ashington  receives  these  weekly  reports,  keeps  in  touch  with 
'lepartmental  officers  of  the  govcnuuent.  and  adiusts  such  irregu- 
larities as  may  require  attenti.-^n.  He  makes  weeklv  and  special 
reports  to  the  War  Board. 

To  the  sulKommittce  on  Military  I'.(|uipinent  ^'tandard';,  con- 
sisting of  representatives  of  the  mechanical,  car  building,  and 
purchasing  (lei)artments,  wa'^  a--igned  the  task  nf  preparing  de- 
signs for  fitting  up  existing  eqm'pmcnt  for  mditarv  uses  and 
designing  new  equipment  as  ietiiu'retl. 

The  'iultciminnttcc  on  Material-  .and  ."Supplies  has  as  its  func- 
tion the  determination  of  the  need  hv  the  railwavs  for  materials 
and  the  methods  of  satisfying  that  need. 

The  suhcnnimittee  <m  Miktarv  I'a;-enL;-er  T.arifi's  was  cre.-'ted 
for  the  purpose  r,\  working  out  routes  and  base  rates  for  the  han- 
dling of  troops,  and  the  sulK-onmuttee  .m  Mi!itar\-  Freight  Tariffs 


i 


26 


WAR  AnMIXISTRATKiN  OK  RAILWAYS 


ha-.  li;i(l  a  similar  fimctiun  in  c.iiuicctiou  with  the  liaiidliii^'  of 
govirnment  material,  iiavliailarly  impcdinieiita  accniiipaii}  iiii;  llic 

It  was  ini\iu\  (Icsiralilc  in  June  in  create  an  a'Ulitinn.il  >i:lf- 
committce  r,n  i'lxpress  Transportation  consistin},'  of  tlie  vice 
prcsiilenis  of  tlic  (lilTcrent  express  companies,  for  the  imrpose  of 
coordinatinir  the  work  of  these  co-iipanies  with  the  general 
problem  confronting  the  railways  of  the  country. 

Finally,  late  in  November  a  committee  of  seven  operating 
executives  .if  eastern  railways  was  created  to  take  radical  steps 
in  the  direction  of  a  pooling  of  facilities  in  an  effort  t<>  solve  the 
problem  of  congestion  which  in  spite  of  all  measures  taken  to 
l)tevent  it  had  grown  steadilv  more  serious. 


CHAPTER  IV 
The  Drive  tor  Operating  ElfiLienty 

It  was  c\i<l(.-iit  ;il  llu-  ln.-.L;iiiiiin,L;  thai  there  wniKl  he  a  tleii;  'id 
for  railway  i;<iuiiMiiciit  I'ar  heyuiid  llie  ability  of  the  railways 
supply  it  it  all  the  custniiiary  traile  agreeinents  between  shippe. 
ami  carriei-.  and  the  estai)lisheil  interchange  rules  Ijetweeii  car- 
riers themselves,  were  allowed  to  prevail  as  in  normal  peace 
times.  Under  the  deterrent  inlhience  of  hi,i;h  prices,  the  nial)il 
ity  of  'lie  car  liuilders  to  .i^jet  material,  and  the  demand  for 
ei|iiipiiieiit  abroad,  the  -up;*!}'  uf  new  ecjuipiiieiit  lia>  been  very 
small.  In  face  of  this  shortaj^e  there  wa>  the  extraordinary  de- 
mand fnr  rolliny  stock  that  be;iaii  with  the  export  of  Mi[)])lies 
to  the  .\llie>,  which  \\a>  greatly  enhanced  when,  upon  our  eiitr.'ince 
into  the  war,  the  moveiiieiit  of  siii)plies  for  the  construction  of 
,iriny  camjis  liet^an,  toL^rether  witli  the  sp(.c(lin!::;  up  of  all  indus- 
tries directly  and  indirectly  connected  with  the  war.  The  rail- 
way.s  were  <-'n  trird  .■mil  lhe\'  realized  fully  that  a  breakih.wvn  at 
this  time  mi,L;ht  mean  a  ch.ini^e  in  ^'■overnniental  policy  so  radical 
and  so  far  reaching  th.at  a  return  to  the  pre-war  system  would 
Ik'  unlikely.  I'aced  with  thi>  '-ituatiiin,  the  Railroad-'  War 
I.  il.  iln-ough  lis  Commission  on  I'ar  Service,  umlertook  with 
extraordinary  vicjor  a  campais-n  of  education  ami  organization 
thron^hiiut  the  entire  cnuntry,  to  et'fect  such  a  deL,Tee  of  cooper- 
ation between  shippers  and  carriers  as  would  eliminate  wastes 
and  conserve  motive  power,  car  capacitv,  ancl  fuel. 

General  policies  of  natinnal  .-c  .pe  were  ([uickly  promulL;atc(l. 
.\  i^encral  order  concernin;;  interchanijc  of  various  classes  of 
cars,  and  in-tnictions  concerninc^  routing^  which  suspended  exist- 
ing; pr.-R'tice.  disre,;j:ardcd  ownership,  and  looked  toward  more 
cnicient  mo\ement.  were  put  into  effect.  Orders  for  the  inobili- 
7atiiin  of  open  top  ec|uipment  in  the  service  of  ore  and  coal 
carrying  were  issued,  and  the  use  of  this  ecjuipment  for  other 


■A 

.5| 


i 


28 


\V\K  .\r)MINI>TKM">N'  HI    KAll.W  \VS 


m 


ki.i.K  ..f  tiailk-  narn.u!\  a-truie.l.  Orders  were  issued  rciuir- 
iiiK  tlKii  the  muvemem  ul  ore  ami  cual  Ix'  given  si^ecial  and 
c.ntinu.ms  prete.ciitial  serA'ice  until  fuitlicr  notice.  Rules  were 
adopted  -fverninii  the  pn.tni.t  return  to  the  li.mie  ruad  o.  nopix-r 
and  ^'.  nd<.la  car>  u.>i-d  in  this  kind  of  traffic,  and  the  Board  an- 
nounced it>  intention  of  enforcing  this  order  by  disciplinary 
niea.-mcs  uhich  -huuld  include,  when  deemed  necessary,  the 
jnihlicatinn  of  names  of  officers  and  railroads  refusing  or  failing 
to  re<i)on.l  t.>  tl;is  ai)i)eal  a  threat  that  was  later  several  times 
put  into  execution. 

These  new  orders,  compelled  hy  our  entrance  into  the  war, 
canceled  e.\i>ting  car  service  rules  uikUt  which  the  Car  Service 
fonimission  had  Ucn  attempting  for  some  time  to  solve  the 
prohiem  of  car  supply. 

To  f.nciliiale  the  prompt  movement  of  coal  to  the  northwest,  a 
])lan  was  effected  on  Tunc  i    for  p'-jlinir  all  coal  at  l^ke  ICrie 
ports  regardless  of  ownership,  thus  increasing  the  rapidity  of 
loading  and  movement  of  lake  vessels.     A  saving  of  one  and 
one-half  dav>  in  the  time  of  each  coal  car  was  thus  accom- 
lili-hcd.  1"or  the  return  journey  lake  ore  shipments  were  similarly 
ponied  and  it  has  Ix-en  c-iimated  that  in  the-e  two  movements 
there  would  be  a  savin-     i"  .=^_',0(~)0  cars  during  the  season  of 
navigation.      .Similarly,   in   July  an  agreement   was   reached   hv 
shippers   of   tidewater  iiitnn'inou';  coal    to   pool   all   their   sir 
mcnts  at  the  ports  of  Xcw  York,  Phi'adelphia,  Baltimore    aii'l 
Tl.ampton   Roads.     This  plan  reduced  the  number  of  kinds  of 
coal  from  1.156  to  41  and  there  was  no  longer  any  holding  of 
coal  in  freight  cars  until  a  -hipper  accumulated  a  full  cargo  of  a 
particular  grade.     Delay  to  cars  at  ports  was  cut  down  and  a 
verv  large  part  of  the  shiftiu','  of  cars  at  terminals  eliminated. 
It  was  estimated  that  l.^.'^,t")Oi'  frcii,'ht  cnrs  would  be  saved — per- 
mitting 6.640.000  more  ton-  of  coal  to   1  e  hauled.     Coal  men 
have  'iacrificed  well  established  trade  names  in  the  interest  of 
this  cfficien'-v  movement.     The  tangible  results  of  this  policy  are 
that   in   the   five  months   en<lincr   September.    1^17,   there   were 
movc'l  In-  the  12S  railroad*  engaged  in  coal  harlitii,',  4/i.^I,18R 


THE  r.MTED  STATES 


29 


cars  of  all  kinds  of  coal,  which  was  an  increase  of  20.9  per  cent 
ill  tiic  nuinlx.T  of  cars  moved  as  compared  wilii  the  same  months 
(  1   1916. 

I>ut  not  only  did  the  coal  and  iron  ore  tonnage  receive  at- 
tention. The  box  car  etinipment  of  the  country  was  mobilized 
in  one  },dy;antic  pool,  car  -ervice  rules  that  restricted  niove- 
iiient  accordinj.^  to  ownership  were  sus])ended  and  cars  were  or- 
dered sent  with  the  greatest  possible  despatch  in  train  loads  of 
empties  to  sections  where  there  was  a  dearth  f)f  equipment  and 
an  imperative  demanil  for  trans|K)rtation  service,  iietween  May 
Mid  Octolx-r.  I'M",  the  numlier  of  empty  cars  so  moved  was 
15(i,S5n.  .\rranj;einents  were  [jeifecled  for  weekly  reports  on 
the  yrain  situati"ii,  showing  j,'rain  at  interior  points  in  elevators 
and  cars,  ami  amount';  shipped  IkiiIi  for  e.\pi>rt  ami  doinestic  use, 
tjrain  in  ports  for  export,  and  shipments  l>y  lx>at  to  .\llicd  and 
other  countries.  This  close  inspection  resulted  in  reducing,'  the 
actual  number  of  cars  required  in  the  face  of  an  abnonnal  export 
of  76,000,000  bushels  of  j;;rain  from  May  to  July.  A  close  watch 
was  kept  on  accumulations  of  cars,  and  embargoes  were  urijed 
and  .-uithori^cd  whenever  congestion  was  threatened  at  any  inii)or- 
lant  point.  Morenxer.  the  cmltargo  wa>  promptly  cnijiloyed  a<  a 
penalt\'  ayainst  shipjicrs  who  ordered  more  cars  than  they  could 
load,  or  against  consignees  at  ocean  ports  who  ordered  shipments 
without  contracting  in  advance  for  vessel  sjiace. 

To  conserve  the  fuel  supply,  to  economize  man  power  and 
motive  power,  the  Railroad-"  War  Board  in  May  issued  sugges- 
tions to  the  railways  with  reference  to  economy  in  train  sers'ice. 
In  brief,  these  suggestions  included  consolidation  of  through 
passenger  service  and  the  elimination  of  trains  that  were  not 
well  patronized;  the  reduction  of  sp<x"ial  trains,  ami  the  aban- 
donment of  excursions;  on  branch  lines,  the  reduction  of  train 
service,  and  the  substitution  of  mixed  scr\-ice  for  separate  freight 
and  passenger  service;  the  reduction  of  length  of  passenger 
ir;ii!is  which  had  previously  been  dou!>Ie  headed  for  sneeil :  and 
the  elimination  or  restriction  of  special  equipment  such  as  obser- 
vation, club  and  parlor  cars.     These  suggestions  were  promptly 


30 


AK   ADMIM.-IKATION  dl'   RAII.WAVS 


0 


ailopii-il  l>y  lar;;u  niinilK;r.-<  of  roads  throughuiit  tlie  country.  In 
ni;in\  ia.>c>  wlicrc  smli  luriailnicnt  did  not  mean  ccuiiuniy,  it 
lias  ncvtrtliclf>>  lK.rn  cllcitid  in  order  to  cncourayc  the  niove- 
ineiit  of  fc)n<lstii(f>  and  to  clear  the  lines  for  the  prompt  handling 
of  p>vcriiiiiciit  supi'Iies  and  troops.  The  War  IJoard  has  esti- 
mated ihai  in  the  live  niiinlli>.  May  to  Septemlier,  there  was  a  re- 
dmtion  of  tvvent>-live  million  train-mile-,  annually  in  pas.sen;;er 
service.  In  ilie  lifleeii  states  of  the  Central  Uepartnieiit  it  is 
estiinateil  that  the  total  saviujj  from  passenger  train  reductions 
up  to  Octoher.  I'M 7,  amounted  to  l(N6.(H)0  tons  nf  coal  i)er 
annum.  _''U.(KH»  barrels  of  oil.  350  i.  v^i-notives  and  1774  men. 
In  a  majority  of  instances  the  economy  has  hceii  accomplished 
with  ill''  hearty  ai)proval  of  the  puhlic  which  has  acccpie<l  the 
attcndcnt  inconvenience  as  a  v.-at-  necessity  and  has  sacrificed  its 
personal  interests  for  the  larger  good.  There  have  l>eeii  a  few 
cases  of  opposition  on  the  part  of  state  regulating  todies,  but 
they  have  Ijeen  the  exception.  One  illustration  will  suffice  to 
show  how  hampering  a  state  commission  'ran  he  when  it  sets  its 
own  dignity  alx>ve  the  ]iiihlic  interest.  The  Te.xas  and  Pacific 
in  cvrder  to  conserve  coal  supply  and  insure  the  regular  move- 
ment of  sugar  traffic,  eliniinate<l  nine  branch  line  passenger  train- 
Tlie  Railroad  Commission  of  Louisiana  on  Xovemher  22  impo'^cd 
a  fine  of  $.^.000  for  an  "arliitr.iry,  wilful,  dclilKi;ite  and  n.-igranl"" 
violation  of  the  rule  of  the  commission  which  forbids  the  dis- 
continuance of  a  [)assi"i;jcr  train  without  the  consLMit  of  the  cnm- 
niissitm.  Tt  was  furthtr  ordered  that  the  fine  should  lie  in- 
crea.sed  by  $.\0(X')  for  every  day  that  the  violation  of  the  rule 
continued.  Fortunately  tin-  federal  court  came  to  the  rescue 
with  a  temporary  injunction. 

The  Commission  on  Car  Service,  with  hca(l(|uartcrs  in  Wash- 
ington, has  organized  'hirty  ilirce  local  committees  in  important 
commercial  centers  throughout  the  country,  each  of  which  re- 
ports weekly  to  Washington.  These  committees  in  turn  have 
sulKonimittccs  to  tlu'  numltcr  of  fifty-two  lorated  in  the  smaller 
cities  contiguous  to  the  large  centers.  The  local  committees  have 
been  given  large  measure  of  disirction  in  their  form  of  organiza- 


TIIK  IMTED  STATES 


31 


f 


^ 


liuii  ami  tliiir  iiniln'tls  i>\  unrk;  hiit  tliuv  iiirnisli  a  mccliiiin  tor 
the  (li'ociniiialiiin  ami  atlnpiji.ii  ol  |Hiliiif>  di'iiilcd  upon  l>y  the 
central  o'liiiiiitiee  tor  the  cuuiitiv  a>  a  whole.  It  is  their  duly 
to  anticipate  tronlile.  to  Uxalize  cotiiplaiiits,  u>  l»riii>(  (juickcr  and 
mure  elTective  action,  rcr.stmal  solicitation.  currcsjKindencc  with 
shippers,  and  newspaper  canipaif-ns.  have  all  Ijcen  eniplojed. 
I  liey  have  striven  with  larjjv  measure  ut  ■success  for  cn<)|)eration 
with  laijic  shipper^  ami  with  slii|)pcrs  and  commercial  organiza- 
tinn>  >)i  all  kind'^.  and  with  the  >tate  railway  and  puMic  service 
cununi^sions.  Weekly  meetinijs  have  l)een  held  to  which  repre- 
sentatives of  ilu-  shippers  and  the  >tate  rcjijulatin};  bodies  have 
ln-en  invited.  Must  of  the  invitations  have  been  accepted  and 
the  accom])lishments  of  these  ctJinniittees  in  the  few  months  of 
their  activity  have  been  due  in  lar^Lje  part  to  the  spirit  of  co- 
operation displayed  by  carriers,  shipiwrs,  and  re.i,'nlatin;,'  Imdies. 
To  tho.se  who  are  looking  beyond  this  war  to  the  normal  activi- 
ties of  a  time  of  renewed  peace,  this  growing  spirit  of  cooper- 
ation is  most  sij.nnticant.  If  it  can  be  preserved  and  a  structure 
erected  uiwn  it  which  will  make  use  of  the  cxperientc  fjained  in 
this  time  of  stress,  wc  shall  have  };one  far  to  eliminate  many  of 
the  problems  involved  in  railway  reiLTidation.' 

The  result'*  accom])lished  by  the  central  Cnnnni';sion  on  Car 
Service  and  its  local  sulicommittees,  if  explained  in  detail,  would 
carry  us  into  the  technicalities  of  conuuercial  procedure  to  an 
extent  unsuiteil  to  this  discussion.  .\n  enumeration  of  the  olv 
jects  sou;;lit  and  the  results  accomjjlished  will  suffice.  Technical 
proposals  for  the  promotion  of  efTicicncy  have  either  oritjinated 
with  the  Car  .'Service  Commission  in  W'ashinjjton,  or  have  been 
adopted  and  i)romuIgated  by  them  after  sucffcstion  from  one  or 
more  of  the  local  committees.  Tnsiicctors  have  l)een  emplovcd 
to  stimulate  the  adoption  of  the  plans  sups^stcd.  to  watch  for 
violations  of  tlic  new  rci^ulation-;.  to  studx-  the  workiuL'  of  the 


•This  principle  of  cnopcratioti  is  rvcr-Kiii/ed  ly  tlic  liiter-l.ito  rutnnuTce 
Commission  wliich.  in  its  ordi'r  of  Ortnlur  20,  1917  (Fifteenth  Section  f)r(ler 
No,  1).  coiiceniiiin  the  recent  amenilment  to  the  law  roqnirinK  an  advance 
approval  of  all  taritT*  tiled,  nrijes  consnllatioti  aiiil  coop,ratioii  hetween  car- 
ri«r  and  shipper  lieforc  new  tarifTs  are  offered  for  fdinsr. 


i 


32 


\\  \H    MIMINI-I  K  A  HON  ill-    UMl.U  \V> 


iKu  Mt),'j,'e!.tiun.s.  in  some  sections,  solicitors  of  trei^'lit  have 
abamloiR'il  tlieir  mnipttitivc  aitivitits  and  arc  devoting  their 
entire  time  to  the  work  of  tlic  car  service  lommitlces. 

I  he  lenter  (jf  tlie  wliole  movement  lias  hem  tlie  drive  for  a 
more  intensive  car  loading;,  h'ach  commodity  as  it  has  moved 
in  quantity,  as,  for  example,  vepctahles  from  the  sontheast.  coal, 
Imnlier.  has  hecn  suhjected  to  slndv  .I'l!  <\u-  nloi,,ii  ,,f  .-.n-  i  n- 
pacity  to  avcraj^'e  load  ascertai  'ed 

It  is  a  well  known  fact  that  the  averaj^e  load  of  a  frei^dit  car  is 
far  hclow  its  avcrajje  carryinij  capacity.  The  followini;  table 
from  oliticial  fipurcs  of  the  Interstate  Commerce  L"omnii>sion  re- 
vea's  the  relationship  ^ince  l*^>4: 


1<)(»4 

.\vora«f 

capacity 

(ions') 

30.1 

Avirapo 

load   JUT 

loaded    car 

(tons) 

17.7 

IVr  iciit 
ca,'acit.v 
iiidi/fii 

59.9 

i"t.)5 

30.8 

18.1 

58.7 

1<)()6 

32.2 

18.9 

58.7 

1907 

33.8 

19.7 

58.4 

10()8 

34.9 

19.6 

56.2 

VMV) 

3.r3 

19.3 

54.7 

1910 

35.0 

19.8 

55.2 

1911 

36.0 

19.7 

53.3 

1912 

37.5 

20.2 

53.9 

l')13 

38.3 

21.1 

55.1 

1014 

30.1 

21.1 

53.0 

1015 

30.7 

21.2 

53.4 

loir, 

40.4 

22.4 

55.4 

There  should  not  however  lie  t(X)  hasty  criticism  of  the  rail- 
ways for  the  waste  clearly  revealed  in  this  tahlc.  Whether  or 
not  a  car  can  he  loaded  to  llX)  per  cent  capaciiy  deix-nds  ui)on 
niany  considerations  other  than  the  actual  capaciiy  of  e(|uii)nient, 
such  as  the  nature  of  the  conmioility  to  he  loaded,  the  siipplv  of 
the  (•i.iniiM.clitv  av.-ii^iMc   fur   -lii[imciit    ;it   a!i\-   particular   time. 


I  HE  I  NiiKi)  srvrEs 


M 


ami  llic  iiiiiimcrcial  cniulitioiis  iimliT  uliiili  tlic  various  com- 
m"(litic><  arc  iiuukctcd.  wliicli  in  turn  govern  ilie  units  of  ship- 
ment. I  nilcr  ciinilitiiins  of  kctn  >trife  for  business  sliippcrs  can 
brinj.;  jirosun-  to  licar  i\\Mm  carriers  to  furnish  more  cars  tlian 
trniM  the  .standpoint  of  capacity  are  actually  refiuircd,  and  can 
keep  doun  the  mininiuin  \veij;ht  recpiircd  for  a  carload.  It  is  a 
well  reconni/ed  fact  that  niiiiima  have  not  increased  at  all  pro- 
|Mirti<«natt'l\  with  the  increase  in  carryin;.;  capacity  of  equipment. 
In  many  ca>es  the  mininunn  has  lu'en  the  selling  tmit  of  the  com- 
modity. In  other  wonls,  it  has  licen  tixed  l>y  the  ship|)cr.  It 
was  this  situation  that  the  Car  Service  Commission  faced  when 
it  undertook  its  campaiKU  for  Utter  car  loadin^j. 

A  i-ampai};n  was  started  for  a  load  nut  otdy  to  the  marked 
capai  ity  of  the  car,  hut  for  one  10  per  cent  in  excess  of  capacity 

the  ma.xinmni  load  which  the  cars  are  constructed  to  sustain. 
1  his  a^jitation  ran  up  aj,'ainst  trade  practices  under  which  ship- 
pers were  emi>loyin^  tmits  that  had  Um'^  Ix'en  standard,  and 
upon  which  the  minimum  carload  provisions  of  the  railwavs 
were  based.  These  were,  many  of  them,  survivals  from  the 
jieriod  when  cars  of  less  capacity  prevailed.  Vet  all  over  the 
cotmtry  business  men,  at  the  urj;ent  solicitation  of  the  railways, 
Ii.ive  alumdoiied  their  units  and  have  ordered  and  shi])ped  in  full 
carli.ads,  merely  indicatiufj  whether  they  wanted  a  larije  or  ^nuill 
car.  When  this  has  proved  impracticable,  the  railways  have 
lieen  puttinjj  in  double  minimum  weight  carloads,  and  c\tii  triple 
carloads,  in  a  single  car.  Chibbinc;  toirether  of  buyers  and  the 
concentration  of  shipments  for  a  sinjjle  destination  have  U-en 
nrijed  and  railways  lia\e  been  instructed  to  consolidate  un<ler- 
ioaded  merchandise  cars  at  transfer  poiiUs.  One  of  the  m<ist 
interestiiifj  experiments  is  the  iK)Iicy  aimrmnced  by  some  roads  of 
accei)tins  less  carload  freight  on  specific  days  only — "sailing 
days"  as  they  are  calle<l — for  specific  destinations,  thus  consoli- 
datiiiij  shipments  and  ensf  inc;  heavier  loading.  Pressure  is  lie- 
int,'  brought  to  eliminate  "trap-car  ser\-ice"  under  which  less 
carload  freiprh*  is  collected  and  distributed  at  warehouses  on  iiri- 
vate  tracks.     Adviracv  of  the  raisim'  of  niininniin  weiL'lits  has 


34 


\\  \u  \Il^II\ISTI^\TU)^  'iv  kmi.w.w; 


conic  liMiii  -,.iiic  sectiDUs- -even  irniii  ^Iniiper^  nrt;;iniz;iiMns — 
but  tlii-  in\(il\cs  aj)iirov;il  nf  tin.-  Intci^taic  Conniict\c  (  oi-.nnis- 
sion  and  ilic  nioveinent  has  nut  lliu--  far  gained  nuu-li  liead\\a\-. 

Xiil  iiiily  is  iherc  a  i;r(i\\ni!;  CMMpcration  I>et\\ei,ii  -Injipir  and 
earlier.  Inu  likewise,  tliror.L;!!  the  inedinin  of  llie^e  I>ieal  enin- 
niilteo~,  a  riL;id  insi-teiue  upon  eiM)|H;raliuu  lK.'t\veen  eairiers 
tlieni-el\e-  wiieri  -neh  I'oopevatii  iti  i~  essential  to  cl"ticitiu-\',  A 
larL;e  iiiaiiu '  ictnnni;-  plant  that  fmnierlv.  1  ecanse  of  railway 
coinpetitiou.  Had  an  aluiinlance  of  cars  whieh  it  loaded  li,L;htiy,  is 
now  ]>rovided  with  only  enontrh  cars  to  meet  its  need  under 
niaxinuiiii  lurid  am!  the  tral'tic  is  divided  anK.mL;  the  line-.  In 
C)etoher  an  a,L;reeinent  \\a-  leacjied  anion!;- carriers  at  1 'ittshuryh 
to  apportion  iron  ore  aiuun.i,^  eoiisii;n<-es  lor  the  remainder  of  the 
na\;,-aiion  -ea-'iii  in  onler  to  prevent  excessive  accumulation  at 
some  i)lants  and  sliorta.!,'es  at  others,  and  to  apportion  ear  -upplv 
efinitahly.  War  cxiffcneies  have  converted  the  a,q;reement  in 
restraint  of  trade  from  a  niiN(lemcanor  punishable  hy  fine  and 
imprisonment  into  a  hii;;hly  virtuous  and  respeiiali'e  Imsiness 
practice. 

Tlie  results  of  tiie  intensive  loadiiiL;  campaign  will  he  set  forth 
completel}-  in  a  tahulation  later,  hut  it  is  of  interest  to  notice  that 
the  increase  in  size  ,,{  trade  unit-  has  made  appreciahle  headway 
under  the  patriotic  stimulus,  fottoii  which  f. innerlv  moved  i.i 
miits  of  .^0  hales  now  nM\ c-  in  units  of  o.-  :ind  7-  hales,  which 
means  ;l  -aving:  of  from  S.?,()(TO  to  125,0*10  small  cars,  .^uir.ar 
which  formerly  moved  ou  a  minimum  of  24.(KX>  pounds  now 
moves  only  on  ;i  minimum  of  60,000  pound-.  Reports  made  to 
the  Car  Ser\-iee  ("ommi-si,.n  in  .'septenihcr  shriw  that  cars  from 
Morida  and  Gcors:ia  now  carry  2('()  barrels  of  potatoes  each  as 
compared  witli  125  l)arrels  a  year  apo;  that  cement  cars  are  carrv- 
in,g  rr.rKK)  pounds  a-  aLiaiii-t  7ri.(>H'(  p,  nnds  la-t  vear:  that  the 
avera.i^e  carload  of  flour  in  .m  Mimic-ofa  last  vear  was  alxntt 
40.0(X;)  pounds,  this  year  it  is  62.0(M)  p,  ■nnd'-..  \  check  of  coal 
cars  on  one  of  the  coal  cuTyinLT  railways  shouc^l  them  loaded  on 
the  average  to  1 1 1  [xm-  cent  (jf  capacit v  I'.xamples  could  be  mul- 
tijilif-d  in  which  niatiufaciurer-  anrl  pnnlMcers  ,,f  raw  ni.aterials 


I 


THE  UNITED  STATES 


35 


luivc  cillit-T  cluiiiL^n!  tlicir  r.nit.->  "iv  realizing  ihc  \ali:c  '■!   iiilen- 
,-,ive  loadillJ,^  are  iiuw  tiiUnj;  the  car>  lo  capacity. 

lint   the  campaign  has  incliideil  not  only  an  attack  on  waste 
capacity  hut  likewi-e  on  na^te  time.      ihe  iail\\a_\'s  lni>iness  is 
not  tuns,   but   ton-niilcs.     hreif^dii  cars   are   rdrclcs.   riot   zvarc- 
lioHSi's.  and  the  lack  of  track  room  has  often  been  as  seriixis  as 
the  lack  of  car>.      1  he  time  -pent  in  ioadini;  and  unloading,'  is  to 
the  railway,  and  should  he  to  the  ^liipper.  just  .m)  much  wa.-^te,  lo 
he  avoided  as  completely  as  jio-sible.     To  conserve  lime,  luiiner- 
ons  reforms  have  been  urged  and  are  being  pul  into  effect  as  fast 
as  conditions  or  the  conservative  atiitiiile  of  the  paiticular  com- 
mnnity  has  permiiied.     On  the  part  (if  the  shippers,  this  lia>  in- 
volved the  limitnig  of  orders  for  cars  to  the  number  that  can  be 
promptly  loaded,  the  prompt  furni.shnig  of  billing  for  the  ship- 
ment, and  of  switching  and  reconsignment  orders:  the  prompt 
surrender  of  bills  of  lading  on  cars  to  "shipper's  order,"  and 
speedy  unloading  without  regard  to  the  usual  allowance  of  free 
time.     On  the  jiari  of  the  carriers,  there  has  been  a  speeding  up 
in  the  placement  of  cars  for  loading  ar,d  utdoa.iing  and  a  shorten- 
ing of  the  time  consumed  in  transit  and  terminal  delavs;  a  care- 
lul  watching  ti  ■  prevent  the  mcrease  in  cars  needing  repair  and 
the  introduction  .'i  methods  that  will  hasten  repairs  when  the 
damage  is  sliglit.     There  has  been  also  a  reduction  of  "time  in 
-hop,"  ;i  strong  agitation  for  the  .-ib.ilition  of  the  "average  agree- 
ment" under  which  consigmees  arc  able  to  shift  their  demurra"-e 
accumulations    from  one  consignment  to  .niiotlu'r:  and  tiiere  is 
demand   in  some   -ections   for  an   increase   in  demurrage  rates. 
One  of  the  most  iniportan'  steps  in  the  directior  of  spHMling  up 
tratTic  is  the  general  order  issued  by  the  Tar  Service  Commis>ion 
effective  Octolx-r  1,  requiring  that  al!  carload  interline  shipments 
shall  l-)e  accompanied  by  the  revemie  wav-bill,      ']  hi><   i-;   for  the 
piu'iiose  of  avoiding  the  delay  at  railway  interchange  p<iints  and 
at  destii;ation  awaiting  the  arrival  by  mail  of  the  wav-bills  cver- 
ing   freight.     f--ollowing  the   >ame   liii-  of  procedure,   jtrovision 
has  l)een  made  to  expedite  merchantlise  and  p.ackage  cars.     The 
clewing  of  freight  stations  to  the  public  in  the  a'ternoon  a  half 


36 


WAR  AHMINHl  l<  \l  inN  OV   K\M  W  AW 


ifff 


hour  iir  an  hmir  carlirr  lia.--  iicci  put  '\nu>  t.'titci  l<>  a  very  large 
iMfiti,  iiiakini;  ])ns>il)lc  the  k'a'lm.L;  ni  all  ■nulituiml  Inisincss  that 
(lav  ami  prcxciuiiii;'  ci)iiy;e~tii'ii.  In  "iily  a  lew  instances  ha.-,  this 
l.r.n-'iice  ln'ci!  -ciiim^iy  nppd^ed  l>y  ^tiijipcrs. 

In  fait,  tin'  success  (it  the  (.■niir(.-  in.  i\  (.iiK-ni  wdulil  liave  lic-eii 
iiii]!' '>~ili'(.  wiilmut  the  aid  oi  llic'  >hi|ip(.T-  ni  liuili  tlK'ir  (iry;aiiizfij 
and  indi\idiial  i.aiia(.'it\-.  A  ci.)nt\'r(.'ni.-(.'  <<i  the  Xatinnal  Council 
of  Anu'riian  t  otton  -Mainifactureis  \\a^  held  in  OctolxT  at  which 
there  w  (.i'e  re])resented  the  j^rnw  er>,  Ljiinier^,  coinpre-^s  companies 
and  carrier>.  The  pruMeni  uf  ,L;ri.ater  den-it\  cf  cumpre^^ion 
\\a>  thorMUL;hly  discu^-ed  and  nuans  devi-cl  for  lialanciuL;  in'  ve- 
inent  In  water  and  rail  to  prevent  o  aii^e-ti.  >n.  (  )iricers  of  the 
National  Indti'-trial  'iVatlic  lA'ai;ue  and  the  l\;dlwa\-  I'.u^ine^^s 
Association  are  very  active  in  addre-^iiiL;  llieir  inenilur^  in  the 
iiitere>l  "i  more  efticient  u.-^e  of  railway  e(|iupnient  and  the  (|uar- 
ternKi>ter'^  (le])artint'',it  ha-  i^^ued  order-  that  all  i;' i\  eninient 
freii;hl  i-  to  he  loaded  to  1  1'  '  i)er  cent  of  the  capacitx"  i  if  the  car. 

The  results  of  the  ctYort-  of  carrier^  and  >hippers  to  comjiict 
the  I'reiijht  trans|Hirtati'in  •■{  the  country  with  increa-ed  etViciency 
nia\  lie  summarized  in  the  fi>rni  uf  a  taMe  i'<\-  the  months  of 
Ajiiil  I'll  )ctolier.  l'M7.  nichr-ive.  cowriiiL;  the  tlr-t  -even  in.inths 
of  the  activities  of  the  War  Hoard, 


i 
§ 


THE  rMIKii  >l  Al'KS 

1  ki-.ii;ii  r  I  ii'iK  \  I  ii  i\s 

Si'VcM   itiniiths  iiiiKil  (  Ictohir  31 


37 


(RoaiN   with   .iiinual   "inratin 


Item 

Fri  i^Iit  traiii-miUs 

i-'rci'^lit  loCKinotivf-tnilf- 

I'r>  iL'ht  car-niilos : 
l-oadt'il 
Em  lit  V 
Tdtal 

I'luvcmu-  liiii-mik'S 
Xdil-rcvcniie  tiut-niiles 
Total — revenue     ami     ik>ii- 
ri-viiiiie 

.\\rrai.'o  nitiTiber  of  freiglit 
liioi'mntivts  ill  service 

Averajie  tuinilier  in  simp  or 
awaitiiid  shop 

IVr  rert  in  shop  or  awaiting 

-hop 

Awraye    niimlHT    of     fn  iu'lit 

cars  in  service 
Averaiie   inimhcr    in    shop   .  ir 

awaitiiiK  shop 
I'er  cent  in  shop  or  awaitiiii; 

shop 

Tons  per  train 
Toll-  |KT  ear 
Tons  per  loaih'il  car 

Averam'    iiiiKs    per    h'conio- 

li\e  per  (lay 
\\  erawe  miles  per  ear  |)er  ilay 
Avaraife  miles  operateil— 

siniilc   track 


iperatin.y  revenue; 

.  ahove  SMUKt^lKK) 

i 

I'M/ 

1 
l')l<, 

Vr  cent  of 
increase 

.^yi,4i  is,327 

37,i.<»X,i,,s;(i_> 

4  4 

4<j3.  15-1.1(15 

441,9K8,43_' 

4.8 

0,(.i)5.i!l,14'' 

4..'li7,3-lS,4S_' 
l.\'«i_',559.(,.il 

'',4_'5,7oK.415 
4,ii,U,6'Jl,(io4 

l,i,4(,il.4(,i  1.(17'' 

2.9 

4,3 
.1.3 

J4'.35ri,l)17.oJo 
21,OS«,597,_"'5 

_'14  ,1,S1  757,775 
l'),IJ7,-'-'l,7-'3 

12  6 
1(1.3 

JoJ.444,o!4,<»_'l 

233.50S,''7'',4'W 

12.4 

31,449 

31,036 

l.i 

4,364 

4.743 

(I   S.I) 

13.9 

15.3 

.1    9.2 

J..5+..591 

2,2K'»,H(,(, 

2.5 

136,767 

144,N<4 

cl   5.6 

5.8 

6.3 

.1  7.9 

674 
18.9 
27.1 

h2'i 

17  3 

_'4.,s; 

7.7 
9.2 
9.3 

68.8 

27,7 

(lO  5 
27.5 

0.7 

J-'.-^,4o! 

22,^,131 

0  1 

(1  =  decrease. 

When  stiPiiiW  with  can.-  ilii-  taMc  reveals  a  sirikirio  |iicttire  of 
-ilnTatitio-  criicii'iu-y.  It  will  he  u.,[ci\  in  the  first  i.Jaco  that  the 
iiu-re;i-c  in  c(nii[iiiieiit  availahle  t'nr  u-c  has  ln-en  mtv  small- 
only  1..^  ]HT  rent  in  frciolit  I'X"' itiiotive.-;  and  2.5  per  cent  in  cars, 
so  that  the  result-  liave  heen  aicuiiiplishcd  laroely  with  the  iitiliza- 


38 


\S  \K   AKMIXlSTRATIrtN"  OF  RMI.WAYS 


tioii  (if  ixi^liiiL;-  i'i|ui|i!ii(.'!n.  Xcw  ci|uiiinn.iu  lia>  lucii  ])i  aciiL-ally 
unobtainable,  partly  ibrough  lack  uf  funds  wilb  wliicb  to  ]im- 
chase,  but  mainly  l)t.'cause  more  imperative  use  lia.>  been  found 
f(;r  new  e(iui]>m'Mit  in  France  and  Russia. 

i'.fificiencv  is  revealed  in  tbi^  table  first  in  tbe  increase  in  size 
of  load  and  tbe  ninie  cnni]ilete  utili/.ati'm  of  eijuiiJUient,  and 
second  in  tbe  Lireater  inilea'/e  made  by  cars.  I'reigbt  train-miles 
bave  iiece-siriK  increased.  Imt  tbe  increase  of  4.4  per  cent  is 
.small  comi>ared  witb  tbe  increase  in  revenue  ton-miles,  1J.6  per 
cent.  Tbe  avei'a,c;c  numU'r  of  tons  i)er  train  bas  increased  7.7 
]ier  ceni,  ibe  tons  ])er  car  ''.2  jier  ceni  and  jut  ^^lded  car  "..i  per 
cent.  At  the  same  time  tbe  amount  of  ei|m'pii.' M  lield  for  re- 
pairs lias  been  reduced  tlie  percentage  of  locomotives  under  or 
awaitini,'  repair  decreasing  "'  -  per  cent,  and  of  freipfht  cars  7.9 
])cr  cenl.  In  tbe  niatier  nf  dail\'  niika.Lje  there  bas  been  an  in- 
crease per  locomotive  of  o.,^  per  cent,  oi  cars  0.7  ]>er  cent,  and 
tins  in  the  face  of  the  factor  that  would  tend  to  retard  speed,  tbe 
factor  of  increased  load  per  car  and  per  train.  In  other  words, 
tbe  freight  !ocomoii\e  in  1917  was  haulinjj  nearly  a  twelfth  more 
tf)ns  to  the  train,  antl  C'lverinij  more  miles  each  day  witb  tbe 
heavier  train,  thaii  in  I'Mo. 


CHAPTER  V 

Cooperation  of  Government  and  Railways 

ft  was  11' ii  f'lr  lack  of  ]iM\\t.r  that  the  i^'overniiK'iit  refrained 
from  t  .iii.u'  o\-,  r  iIk-  railways  upon  our  (.•ntrance  into  tlie  war, 
aii'l  ojn'iatiiiL,'  thi'iii  on  iniMic  account.  '1  lie  [wnver  of  the  I'resi- 
(!cii!  to  take  possession  of  railroad  line--  ci_>nlerred  in  the  Act  of 
18*)-'  e\])ired  hv  limitation  upon  the  '  upl)res^ion  of  this  Rel)cl- 
lion."  all"!  renewed  authority  was  necessary  lie'fore  any  steps 
i-onld  he  takui.  unless  the  President  chose  to  make  i'  's  drastic 
move  under  his  t^eneral  war  powers.  Doubtless  such  exeicise  of 
autiiorit\-  would  have  heeii  sustained  l>y  public  oi^inion  had  the 
exi.sfeiHw  been  sufticient.  but  ront;re---  did  not  leave  the  matter 
in  this  condition  of  uncertainty. 

In  the  .\rm\-  .\ppropriation  .\ct  passed  in  Au<,fusi,  1916,  the 
follow  ill!'  cl;ui-e  was  inserted: 


The  President,  in  time  of  war,  is  em|x>ucred,  throui^di  the 
Secretary  of  War.  to  take  possession  and  assume  'ontrol  of 
atu-  system  or  systems  of  transportation,  or  aiiy  part  thereof, 
and  to  utilize  the  same,  to  the  exclusi(^n  as  far  as  may  l)e 
necessan.-  of  all  other  traffic  thereon,  for  the  transfer  or 
transportation  of  troops,  war  itiaterial  and  e(|uipmcnt,  or 
for  such  other  pur]ioscs  connected  willi  the  emergency  as 
niav  be  needful  or  desirable. 


This  placed  the  di-cretion  in  the  li.aiids  of  the  Chief  Executive, 
Should  the  r.ailways  at  any  time  fail  to  fulfil  their  functions  as 
war  agencies,  the  President  is  clothed  with  full  authority  to  re- 
lieve th.eir  management  of  fnrthei-  responsibility  and  to  under- 
take the  task  himself.  For  the  first  nine  months  of  the  war,  he 
deemed  it  wise  to  leave  railway  oper;!tion  in  the  hands  of  railwax' 
men,  loexercise  ;i  close  scrutiny  of  the  success  or  failurcof  private 
management,  and  tocooi)eralc  in  any  way  possible  through  dq>art- 


40 


WAR  A1)M1NI.~1I<  ^no.N   or  KAII.WAYS 


uicni  hcad>  aiul  llii;  \;iriuiis  govcniiiiL-mal  uryani/aiiMii^  iii  .se- 
curing ellicient  serxice. 

Tlic  points  of  cuinact  between  govLTiiiiKMU  ai;tiicic.-  and  the 
railway  urgani/.atiun  are  iniinerous  and  lia\(.-  been  conblanlly 
growing.  It  is  the  puipo-^c  vi  this  chapter  to  descriU'  the  mure 
intportant  ui  them. 

As  already  stated,   President    Willaid  ui   the    IJaltinK.re   and 
Ohio  Railroad  was  made  t  hairnian  of  the  L'uininittce  un  Tran-s- 
portation  and  Cuniniunication  of  the  Advi-ory  Connnission  uf 
the  Council  of  Xatiunal  Defence.      Upon  him  at  the  hej^inning 
of  our  participation  in  the  war  poured  eumplaint-   from  every 
quarter,    urging   adiu.-tment   of    hn-al    situations,    involving   car 
sup|)ly.  embargo  and  a  variety  of  difticnlties.     The  organization, 
then   new.   was   not   familiar  to  the   people  and   they   wrote   to 
whomever  api)eared  to  them  as  being  most  available  .ind  most 
likely  to  act — .sometimes   to  the  Council  of   Xational    Defense, 
sometimes  to  the   Interstate  L'ommercc   Commission,   and   even 
sometimes  to  the  ['resident  of  the  I'niied  States.     >Mo>l  of  these 
complaints  eventually  reached  the  Railroads'  War  lioard  either 
through  the  Council  of  National  Defense,  as  represented  by  -Mr. 
W'illard.   or  throiiLjh   the    Interstate   Commerce   Commission,   as 
re])resented  l)v  Mr.  Clark.     Iloth  of  the-e  men.  while  ha\iii;;-  no 
vote,  sat  as  ex  otTicio  members  of  the  War  T.o.-ird  ;  they  attended 
its  meetings  fre(niently  at  the  beginning  when  (|ue--tions  of  or- 
ganiz.-ili' n   and   re!ation-hip  with    the   gcwernment   were   upper- 
most; ihcy  f,.rnishc(l  the  coimccting  link  lietwecn  the  railways 
and  the  administration  and  they  exercised  a  suftu-icnt  scrutiny 
so  that  thcv  were  prepared  to  advice  the  rre^idcnt  if  he  should 
at  anv  time  have  under  rouiideration   the  u--e  of  the  power  to 
commandeer   the  roads.     A-    time   went   on   Mr.    W^illard   con- 
cerned himself  less  with  the  (Ictail  of  railway  operation  as  rep- 
resented by  the  ^^''ar  Hoard  and  more  with  the  larger  problems 
of  transportation  that  invohe  shipment  by  water  as  well  as  rail, 
and  that  bring  under  consideration  international  as  well  as  local 
problems.     Tlis  retirement  from  the  Board  took  place  ujion  his 
acceptance  of  the  chairmanship  of  the  War  Industries  Hoard. 


1 


THE  UNnKD  STATES 


41 


( )nL'  di  llic  iiii'^l  --criiiiH  ami  luinlaiiu-ntal  jn'oliltjm.^  ni'  iliis 
war  (III  it?>  l>u>iiit>s  side  aruse  fiuin  ilic  fact  ihal  cun^uiiqition 
\\a>  outriimiiii^'  proilm-tion  ai  mkIi  an  alarming  rate,  that  in 
>  CDHnniic  terms  (Irinrnul  was  far  in  excess  of  snpply.  It  l>eianic 
impel  aii\r.  ii  we  were  iml  lo  reach  a  .^late  nf  uttei"  ilemnraliza- 
linn  ni  prices,  thai  the  iirinciple  of  priority  sliuiild  be  rigidly 
applied  in  this  euiuiiry,  a>  it  had  been  in  laigland.  and  the  com- 
peting demands  lor  the  same  prodi;ct  shonld  In-  graded  accord- 
ing to  urgency.  We  arc  not  directly  concerned  in  this  discus- 
sion with  the  manner  m  which  the  Xilniini^tration  ha>  tem]>or- 
izcd  with  tlii-^  piolilem:  the  fntiliiie-  of  a  democracy  are  too 
\olumiiions  for  adc'jnate  ircaimeiil  here.  I'.nt  we  are  concerned 
with  the  application  (.f  the  principles  of  piiority  to  railwav  trans- 
p<irtatioii. 

.XmoiiL;  the  ainendnient.s  to  the  Interstate  Commerce  Act  in 
I'HX)  was  the  following  (  Sec.  G)  : 

I  hat  in  lime  oi  war  or  threateueil  war  preference  and 
1)recedence  .shall,  upon  demand  of  the  1 'resident  of  the  United 
States,  he  given  over  all  other  traftic,  to  the  transportation 
o!  iroops  ,ind  ;nateri;il  of  war.  and  carriers  shall  .adopt 
everv  me;iiis  within  their  control  to  facilitate  and  expedite 
the  niilitai v  tr.'iltic. 


his 


i 


To  thi-.  the  .\';i\al  .\ppropriaiioii  Act  oi  .\ugusi.  I'Mi,,  pas.sed 
at  a  time  of  severe  congestion  in  niilway  traffic,  adde.l  the  fol- 
'ow  iiig  amendment : 

■^iid  iti  lime  i<\  peace  -hi]imcnts  consigned  to  ai;cnts  of 
the  United  .^tatcs  for  its  use  shall  ]>c  delivered  hv  the  ear- 
ners as  promptly  as  possible,  and  without  regard  to  any 
embargo  that  may  have  been  dcclaied.  and  no  such  embargo 
shall  apply  to  shipments  so  con'^igncd. 

r.ui  the  powers  here  granted  were  not  .sufficient  to  meet  the 
situation.  The  act  nf  VXY^  gave  tlie  President  authority  to  de- 
mand precedence  only  with  resp.jet  to  strictly  militarv  traffic. 
The  amendment   <<i    lOir,.   while  it   related  to  traffic  other  than 


w  \u  ahministkation  ok  kaii.wws 


„„l,tan,  ua.  c.nly.i.knuuul  lm  i-n-mi'i  m-vcnicni  ami  r,.iUauicd 
tin  jK'WiT  ["  ik'iiiaiiil  prii.rir    "f  -Inimiuiit. 

h  MH^lu  k-  aii;ucd  thai  llie  .cctiuu  m  the  Army  Xiipropnaiu-n 
\cl  ■•ivm-  the  I'tc-siduiit  power  to  take  po^-sessioii  ..i  the  roads 
cuntruu.rall  the  anthonl^  needed,  had  the  i-resklenl  eho.-en  to 
exerei.e  it.  v>  hav.dlc  elleclively  the  food  and  fuel  situation,  tor 
the  rreMdeiU  iniuhi  assume  control  "for  such  other  i.uri)o,-,es 
eoiuieeted  uiih  the  emergency  as  may  be  needful  or  desirable.' 
^  ci  ihe  X.liiiini-traiiMii  had  no  desire  to  take  irossession  -i  the 
radv.ay>  unle.--,  its  hand  uere  forced  !)y  a  breakdown  of  private 
nianaj,'tment. 

In  view  of  the  fact  therefore  that  our  important  service  m  the 
war  for  t!ie  vear  I'M 7.  at  least,  was  to  consist  in  an  adequate 
output    and   an   effieienl   di^tribution  of   food  supplies  and   raw 
matenaU  -I  manu I'aeture,  quite  as  much  as  a  prompt  handling 
of  nnlitary  tratlic,  some  aflditioiial  power  in  the  hands  ^f  the 
Executive'seemed  n-gently  needed.     .Xccordingly.  on  August  10, 
1017,  Congres.-,  iia^ed  the  Priority  Law,  under  which  the  Presi- 
dent wa>  authorized  <luring  the  continuance  of  the  war  to  direct 
that  carriers,  whether  by  rail,  water  or  otherwise,  shall  give  prefer- 
ence in  transportation  to  '^uch  traflic  as  in  his  judgment  is  essen- 
tial to  t!ie  national  defence,     lie  may  issue  his  orders  direct  or 
through   such  person  as  he  may  designate  for  the  purpose,   or 
thimigh    the    Interstate   Commerce   Commission.     The  common 
carriers  arc  authorized  v,  ithmit  responsibility  or  liability  on  the 
part  of  the  United  State-,  to  maintain  in  Wa^-hington  an  agency 
empowered  by  such  carriers  a?  join  in  the  arnmgement,  to  re- 
ceive service  of  such  orders  in  l>elialf  of  all  the  carriers.     .Any 
failure  on   the  part  of  a  carrier  to  olK?y  such  orders  subjects 
(^flRcers,  agent-;,  and  employes  to  punishment  for  misdemeanor, 
either  l,y  fine  of  .'^.^,000  nr  imprisonment  for  one  year,  or  botli. 
For  the  transportation  of  property  or  persons  under  such  orders, 
ju.-t  and  reasonable  rates  are  to  1)e  pre.^cril^ed  by  the  Tnter'Jtate 
Commerce  Comnii<>-ion.      In  comp.lying  with  orders,  carriers  are 
relieved    from    iK-na'ly    for   the   violation   of  any  existing   law. 
This  last  provision  ha<  reference  jire^iimably  to  the  prohibitions 


THE  rNITRI)  STATES 


43 


(if  (lisfi  iiniiiaiMii  111  the  Interstate  L'oniiiicrcc  .\i:t,  ami  aj;rcf- 
niciiis  and  cijiL-iiiiaiics  under  the  Anti-trust  Act.  Vet  it  is  con- 
Cfivai)le  that  this  will  al>i>  exciiipt  carriers  at  tiinr,  frdtii  iK'iial- 
ties  for  violations  of  such  acts  a>  the  Sixteen  Hour  l.a..  and 
the  Safety  Appliance  Act.  and  thai  it  may  even  override  the 
exercise  of  polici-  imwcr  in  the  several  --tate.-,  where  full  crew 
and  similar  la\v.->  have  hecn  enacted.  Such  exemption  could 
hardly  ha\e  entered  the  i  onj;re>>iiinal  mind  when  the  law  was 
pa.^sed. 

Rohert  .'~^.  l.nvctt.  I  haiiniaii  mi  'Ir'  l-,.\ecutive  ('onimittee  of 
the  Liiion  I'acilic  Railroad,  was  appointed  hy  the  l'resi<lrnt 
.\ui,'ust  1<S  a-  1  )irccti'r  ni  I'rii.rity  Shipnieiits,  and  has  since  heen 
made  chairman  of  the  -"  called  Triiirity  lioard,  which  has 
limadcr  functions  than  tliM-e  relatini;  tn  irans|K)rtatii  in  merely. 
With  jnd,L'e  l.nvttt's  ajvproval,  it  was  avrani^ed  that  the  Rail- 
roads' \\  ar  I'.iiard  should  accejit  orders  on  lielialf  of  all  carriers 
1  he  raiKwiys  inilividiiall}'  sii,Mied  an  a,L;reeinent  atitliorizing  the 
War  Hoard  to  accept  ,-ervice  and  pled^^inp;  themselves  to  con- 
-idcr  such  oriU'rs  as  IcL^al  and  hindinjj;  upon  them.  It  was  the 
purpose  of  the  Priority  Director — and  he  has  adhered  to  this 
policy  since — to  interfere  with  the  independent  operation  of  the 
railways  oulv  when  an  emer,L;enc\'  rei|uired  the  exercise  of  his 
authority.  I'p  t>  the  midillc  of  Xovemher  he  had  issued  but 
two  orders  imder  this  law.  The  first  followed  immeiliatcly  upon 
his  appointment  and  was  at  the  urgent  re(;uest  of  the  Railroads' 
War  Pioar.l. 

.\s  has  licen  descrihed  elsewhere,  the  War  Board,  hy  the  pro- 
midgation  of  special  car  service  rules,  had  succeeded  in  increas- 
in,tr  materially  the  n'o,  (.■nietii  of  c  ..il  Moreo\-er,  it  had  or- 
|L,':ui!;'cil  a  pool  of  coal  at  T.ake  r>ie  ports  to  ensure  more  rapid 
movement  to  lake  ports  in  the  northwest,  r.ut  in  -pite  of  cn- 
opcrativc  efforts  on  ;i  lari;e  scale,  tlicre  was  a  decr--ase  in  the 
amount  of  coal  loaded  into  Ixiats  at  Lake  Erie  ports  as  compared 
with  the  year  hefore.  Unless  lelicf  were  immediatelv  to  ho 
secured  thronc;h  hea\-ier  lake  shipments,  the  northwest  would 
face  a  critical  situation   for  the   winter,  as  the  dcficiencv  could 


1 1 


WAK   ADMINISIKATKIX   OT   l<  Ml. WAYS 


not  Ih.'  miijjiIumI  liy  rail  slii|)tm-nt>  diifi-t.  Ircm  uiv  traftk  Ixjing 
till'  rctiim  Iliad  fnnii  tin-  o'al  iiiovcmcnt,  is  (lq>cn(li.Mit  directly 
itlMHi  till-  i-rticicncy  of  tliat  niovcincnt.  Tlic  War  I'.nanl  cdii- 
/essed  its  inability  to  control  tiiis  northwest  movement  to  tlu-  ex- 
(t'lii  necessary.  Moreover,  in  the  crentiim  m'  a  ccal  pool  and  the 
in>i>ti.iicf  tliat  preference  Ik?  accordeil  to  coal  tratVic.  the  railways 
had  not  mdy  hcen  violating  the  anti-preference  clause  of  the 
liiUrstatc  Commerce  Act  and  the  acts  of  \arious  states,  hut  they 
had  ]>rol>al>Iy  invited  the  i^'nalties  of  the  Anti-trust  Act.  They 
feh  ihe  need  of  al)snliition  lor  their  justifiahle  sins. 

( )ii  An^n^t  _'0,  Jndt^e  I.ovett  issued  his  fir^t  priority  order, 
lie  declared  that  s'lll'icient  hituininous  coal  could  imt  umlcr  exist- 
intj  conditions  Ix?  forwarikil  liefore  the  close  of  navij^Mtion,  and 
th;it  an  adi-iiuate  supply  was  !H'ce<sary  to  the  national  defense 
and  -ccurity.  lie.  therefore,  ordered  railroad  companies  serv- 
iiiL;'  Lake  I'.rie  ports  in  the  transportation  of  liituminous  coal  for 
transshi|)tiHiii  to  I.;ikc  Michi,i,'an  and  Lake  Superior  |K>rts.  daily 
until  further  order  to  give  i)riority  in  the  distrihution  of  cars  to 
coal  mines  served  hy  them,  and  in  the  transportation  of  \hv^c 
cars  to  lake  ports.  Water  carriers  wire  ordered  to  receive  and 
handle  --nch  coal   so  as  to  give  it  preference  in  transportation. 

'I'lie  crtVct  of  this  order,  in  conihination  with  the  arrangement 
lor  ilu-  iiooling  of  ownership  of  coal  at  lake  i>orts  referred  to 
elsewhere,'  was  to  avert  tlu-  iluiateiK-d  i-oal  famine  in  the 
noriliwest,  and  to  provide  that  section  with  -lightly  more  fuel 
than  it  posscsseil  at  the  corresponding  date  in  I'Md.  In  fact 
it  was  announced  on  N'oxiin'ier  10  that  the  jiriority  order  would 
soon  I)e  rescinded  in  full  because  the  deman<l  for  coal  nearei-  the 
mines  was  ei|ually  urgent  with  that  in  the  northwi  st.  and  because 
any  shortage  in  the  northwest  that  could  not  be  luet  duriu',^  the 
remaining  days  of  lake  navigation  could  be  made  up  hy  rail  sbip- 
ments.  At  the  same  time,  a  suspension  of  the  priority  order 
was  announced  for  twenty-four  hours  on  Xovcmher  10  to  permit 
operators  to  supply  .  industries  in  Ohio  and  Michigan.  The 
original  ta<k  coutcnii'Iatcd  was  the  transp..rtaticn  of  29.nf)0.(KX) 


'  S.-c  [laR?  28. 


rilE  UMIEU  STATi:.S 


45 


tons  of  ciial  duriii},'  the  season  of  navif,'atiuii.  On  Dccmihcr  1 
there  liad  Ik'lmj  t  ran  spurted  27, 07  2,2W  tons,  wliich  was  an  lu- 
iiia--e  (if  5.7  |>er  lent  over  last  year's  tig^iires  for  tlic  same  date.' 
A  second  exercise  of  authority  iiiider  tlii>  ■^tatiiie  was  also 
(iica>ioi'-:d  l»y  tlie  coal  ^itnalion.  It  apinaiid  increasiny;lv  evi- 
dent that  coal  shii>nients  were  Ix-injj  impelled  by  the  sellishncss 
of  ^liipjiers  and  iIk-  iiidiHiTer.cc  of  some  carriers,  in  ii^iiil;  coal 
cars  f'>r  less  iniportaiu  pnqxises.  Atitomobilc  concerns  and 
many  other  shippers  who  could  u.se  djien  lop  cars  to  a<lvamaj,'e 
were  loading  these  cars  instead  of  retunim-  tluni  cmiitx  to  the 
hiime  road,  in  aicordance  with  the  requirements  of  the  existing 
car  service  ntK-^,  and  many  railroads  scenicfl  unable  to  withstand 
the  ]iressnre  "I  ilie  shippers'  diMnands.  The  state  of  Ohir)  even 
had  been  n^iuL;  ^i\  ibim-and  car^  weekly  f^r  ruaij  bnilijiiiL,'  mate- 
rials, judge  '.inett,  in  his.  Iir>t  .irder,  had  required  that  "prinr- 
ity  should  be  given"  to  cars  of  lake  raiiro  coal.  While  the 
meaning  nl'  the  woid  "pri.iriiy"  wduld  -crni  t'>  be  i'air-\-  rlear 
and  definite,  some  shipper-  ,ind  c.'irriers  insisted  tiiat  in  its  im- 
plication there  was  ,-in  cKnu-nt  <>i  discretion.  .\ccordini,'l\-.  at 
the  suggestion  <<(  ilic  i;iil\\a\^'  (  ar  Service  Conmiission  the 
second  order  was  so  worded  ;i^  to  lc;i\c  nMihiiiL;  in  il'>n1i!,  K;iil- 
roads  were  required,  beginniii^;'  \\i:!i  Xi>\ ember  1,  to  "den\-  the 
use."  e.\ccpt  in  shipments  f^'r  ibc  I'niti'i]  States  g<iverninent,  of 
open  top  cars  for  the  iran-portaliin  ■>!'  m.itcrial-  .'//;(•;•  tluni  c^uil 
for  highway  pur|)osc.,,  fur  cimstiuction  and  repair  nf  buildings 
for  anni-emcnt.  or  for  niamifactnre  of  jiKasure  vehicles,  furni- 
ture '<]■  nmsical  instrnincnls;  and  i'mt  tran^pi  irtatiuu  of  pa--en,t;cr 
vehicles,  furniture  or  musical  instruments.  The  order  speci- 
fically nrutUMl  the  commodities  ti>  which  ojicn  lop  equipment 
.should  ill  tile  j>rc-c'nt  cmcruciicv  be  de\oted:  iiainch  coal,  coke. 
ore,  limestone  for  blast  furnaces,  raw  materials  for  siij;ar  and 
fertilizer  industries,  and  other  cominodities  ,iecessav\-  for  the 
national   defense  and   sccnritx-.     It    was  estim.ited   that    b\-   this 


'III  .iiUlitiim  tlic  tii'rtliHf<t  lia«  ri'ccivo.!  all-r.iil   frmn  Illinois  and   Indiana 
nfarly  three  times  as  nnich  cnal  as  it  received  last  year. 


4f> 


\\   \H    VDMIMsiKVnoX  nr  I<\li  w 


^ 


uiiliT  ilic  cual  movement  could  l>c  increased  ()(.)U.000  tuns  per 
week. 

\\  liitlitr  even  tlii>  dr;i>tic  order  would  solve  the  coal  problem 
m  all  Its  ranulications  seemed  doubti'ul.  A  pi«ol  of  freij,'ht  cars 
similar  to  that  instituted  in  the  case  of  box  cars  was  Iwini;  con- 
sidered,' and  plans  were  under  way  to  p<H)l  the  oiuput  of  coal 
mines  for  t'le  purpose  of  rclievinj,'  con^'estion  and  facilitating  dis- 
tribution to  consumers. 

Some  of  the  most  effective  work  of  the  War  I'-ard  lia>  l>eeii 
accomplishetl  throu>;h  its  sulKommittces       !  he  close  working  re- 
l.ttionshij)  of  the  Lommission  on  far  Service  and  the  Interstate 
(."ommerce  ("ouunission's  llureau  on  I'ar  Scr\-ice  has  already  l)een 
dcscrilxil       I  he  residts  of  the  car  efllcieiicy  movement  have  Ijeen 
made  the  -ubject  of  a  .se|>arate  chapter,  but  the  other  committees 
have  accomplished  results  well  worthy  of  sjiccial  mention.     The 
suliconunittee  on  Military  Tran.>iH>rtation  Accountini,',  as  already 
indicated  in  the  chapter  on  Organization,  has  a  representative  at 
each  (|iiartcnnaster  depot  and  at  each  mobilization  and  cunceii- 
tration  camp,  to  coop<Tate  with  the  local  (pinitermastcr  in  the 
issuance  and  accomplishment  of  goveninient  bills  of  lading  for 
freight  shipment,  and  trans] lortatii  in  requests  covering  the  bnii- 
dling  of  tnx)ps.     This  comuiittee  has  materially  assisted  in  exiK"- 
diting  the  handling  of  trrxjp-;  and  supj-lies  by  pronnilgating  de- 
tails to  guide  ihe  railways  in  all  accounting  features  rJating  to 
way-billing  materials  for  camp  constnirtinn  ..iid  the  later  pn.\i- 
.5ioning  of  the  camps,  and  has  worked  t-uard  the  more  prompt 
settlement  of  accounts  with  the  government.     Instructions  have 
I)een  issued  to  way-bill  all  g..vernment   frei-lit  through  to  de.s- 
tination    whether   through    rates    and   divi,-.i..ii>   prevail    or   not. 
.Special  way-bill  envelopes  and  cards  to  be  attai-l'e<!  to  cars  have 
been    devised    to  expedite   government    freight.     The   nin<t    im- 
portant and  far  reaching  activity  f)f  this  commn:.>e  has  been  its 
determined  advocacy  of  universal  interline  way-billing. 

A    Central    Acnninting    l!nre.-iii,    tmdcr   the   dinction   of   thi.s 
'Sec  |)aj;c  29. 


I  I  KD  STATES 


CDiiiiiiiitfc,  luis  Ik'cii  fslald lulled  m  \\  a>liiii},'t()ii  t<i  uliicli  j^u  all 
accotmis  (if  ail  railways  against  the  j;ovcniiiicnl.  where  tluy  arc 
>cttlc<l  direct  with  the  otVia-  of  the  quartermaster  general,  liere- 
ti)Ii»rc,  ail  settlctiieiits  have  Ik-cii  made  with  the  <lei>ot  quarter- 
mailers,  with  the  result  <it  iiukIi  waste  time  and  iiietticieiK  y. 

Tile  suKimimiltee  uii  Military  Mt|uii»ment  Stamlanls  has  pie- 
]iareil  plans  and  siK'cifications  for  the  various  moditications  needed 
to  Convert  existing'  ecjuiiiment  into  hu-ipital  and  trDMji  irain>,  all 
of  wliiili  liavi-  lx.'en  ai.\epte<l  hy  the  };i)veniment.  It  has  re- 
ceived and  ciin^idercil  various  siijjjjestions  or  modification^  in 
(•(|uipnient  suhmiltcd  l»y  j,'overnmeiit  ot'ticers  and  others.  It  has 
de.-iif^ned  >uine  e(|uipment  of  a  distinctly  militarv  cliaracier — • 
notalily  an  armored  car.  TlipiUKh  ilie  .^la-tcr  i  ar  l'.inMir->' 
.\>sociation  it  has  seemed  incorporation  in  the  car  interchange 
rules  of  ])erniission  to  load  freii^ht  car-;  of  Sn,(HN)  po-inds  capacity 
and  over  to  full  axle  capacity,  ii  ha>  ili  i  \n  np  pl.ins  i  or  nnitonn 
ard  pi'ipi-r  loadinij  of  jjnn>.  uini'.'rni  rules  covering  rt--p()n>i- 
hiiily  and  hilling  for  repairs  to  e(|ui]iniciit  used  in  inilitarv  move- 
ment, and  various  instruction-;  ciiiu-crnccl  will'  cx|iedition.  inter- 
change and  rc]iair  of  car^.  It  lia^  Keen  linrilitu'd  a^  ii.i--  iiuuiv 
another  organi/aii"n.  ]iiililic  ;iiid  prnate.  with  ilic  'i;:in  ]>.  i--c-s- 
ing  an  invention  ilial  i.s  to  .-avc  the  world.  (Jut  ol'  tlu-  innltitude 
of  cranks  and  cr<x>ks.  there  sometimes  appears  one  who-e  sug- 
gestion cotiinKiiul-  attention.  With  the  possibility  of  discovering 
such  ati  oiif,  iiinch  valuable  tiim-  niii^t  be  wasted  on  the  others. 

In  a  tiiii'-  when  tlu-  deinaiul  lor  steel  and  oihcr  raw  pro-hicls, 
Ixitb  for  military  and  c^  iinniercial  i>iir]M)ses,  is  ini|irere<Untt  d  and 
far  iieyond  the  country's  indductive  capacity,  it  becomes  a  serious 
(|ucstion  who  shall  get  the  ont]int.  OuL;ht  this  to  Ix-  left  to  the 
relative  strength  of  the  c  )m|)etitivr  bi,!<leis"-  I'Aperience  says 
"Xo."  for  every  coniury  that  has  tried  it  has  found  it  suicidal, 
and  has  eventually  abandoned  it.  And  so  have  we,  after  learn- 
ing from  our  own  experience  ratliei-  than  froin  that  i<i  tht»  coun- 
tr:r-  ibat  h;id  trieil  it  K'fore,  riic  -ituatinii  here  is  iio\\  in  the 
control  the  l'riorii\-  ('oniinitlee  of  the  War  Itiilnstries  r,i-ar,l. 
It  is  as  a  connecting  link  between  this  I'rioritv  Committee  and 


I 


48 


\\  AU    \1)\1IN1.-11<  A  IK'N   n|-  KAi|,\\AV.- 


tlu-  railways  ihai  the  siilx.'(niiiiiittcc  on  Materials  ami  Supplies 
111  ilie  kailrnads'  War  I'.uard  lias  perinniieil  iu  iiv>st  hslMuI  serv- 
ice. It  lia>  thornu-liiy  laniiliarized  ii-eli'  with  ihc  cuiiditiun  and 
needs  ul"  the  indivithial  railways  with  resjieit  iw  inateiial.  such 
a-  relaxini;-  rail.  IncoiiKitives,  Incnniotive  l)oiler>  and  the  like.  It 
has  inve-li^aled  the  lapaciiv  ci  the  dilTerent  car  and  Imc,  pniniivc 
nl.siit-  and  their  siiiiatinn  with  resjiect  ti>  materials  and  --upplK- 
with  the  jiiirpMH'  ..f  a-<i>tiii!.;-  the  dilYereiit  i>lants  in  ohtainint,' 
the  iiciessary  niateriaK.  It  lia>  had  cli»e  workin.u:  arran^cincnts 
with,  the  .■^tecl  coir.iianies  and  ha>  heeii  niMniinenlal  in  proniot- 
in^-  conieiviice-  l)etween  the  ~leel  and  car  companies  ,,ii  the 
proMem  of  Iniildinc:  material.  It  has  secured  a  mcditlcatinii  of 
the  ."^hipjiin^  I'.naid'-  eiiiliari,'o  on  InmkT  -.o  as  to  .secure  hinil>er 
for  car  repairing;.  l-'iiia!ly.  it  ha>  ln-cn  the  spokcMiiati  ■  >i  the 
railwav-  iiidividnalf  an<l  C'llfctively  hefore  the  Prioriiv  ("oni- 
niitiee  ni  the  War  litdii-trie-  I'.oaid  in  nri,dnt;-  prcferied  deliverv 
of  nece--ar\  materials  its  etTort-  in  this  direction  have  not  heeii 
wholly  wiihont  rcMih.  While  each  in-tance  has  heen  handled  as 
Cf>ndition->  warranted,  tin  I'n'ority  Conimittee  has  recognized 
the  iiii|ici-ative  character  of  raih\ay  demand-,  and  ha-  generally 
■jwvu  thi'iii  ;,  I  la"  i;i  ratiii.i;  which  i-  tiie  hi,t;he-t  ratin--  i;iven 
to  aiiv  ci,,mis  L-.NCrpt  tho-f  of  actual  war  work. 

The  >niKoniiiiittce  -n  Mditaiw  1 ',i-sen,L;er  T.iritYs.  after  ex- 
tended neL;oiiation.,  \\iil,  o,,  (.Tnment  oi'tuHT-  concerned,  worked 
out  .■..inpli-c  routine-  -f  ,ro..|,s  hetween  the  .Mexican  hor.':  r  and 
military  po-t-  and  \tlaiitic  ami  Cnlf  ports,  hciween  home  sta- 
ti"tis  and  moliih/ati.  n  jH.iui-  .uid  caiitoniiient-,  and  hetween  can- 
tonments and  ,\tlantic  ;i:i,:  i.nif  portv  Th.-e  routin.i,-s  have 
Inen  arran-eil  with  a  \ -ew  i-  the  consolidation  of  movements 
h\  the  most  direct  and  -erviccahle  lines,  with  the  -pecial  .ihiect 
ot  fiirnidiin.;  niaxinnim  facilities  .and  the  -r.'.aiest  etTiciency 
consistent  with  the  avoidance  of  conoeMion  and  delay.  .Actual 
experience  with  the-e  r-iitn,"-  under  which  .an  arn:\  of  over  one 
milli-n  men  with  it-  impedimenta  has  hren  moved,  has  demon- 
strated the  emciciuw  and  wis.i,,,n  of  the  plan:  for  h\  keepint,' 
traflic  sprea.l  oxrr  dMtercnt     ncs  ,t  has  km  ahle  to  move  trains 


Tiir.  rxirnn  -r  \tf.s 


4'' 


abreast    uilliout   st-riiuisly    ta\iiiL(   the    I'aiilitics   of   the   carriers. 
■|'lii~  ciiiiiiiiittee  has  U-eii  inlliieiitial  in  ii  iiiip'etiiiL;  the  a^,Meciiieiit£ 


Icir  a  .-lamiarilized   net   ta!e. 


Ih 


een   liruiitjiu  alioui   liv 


re^iiihir  iiiniitiiK    rati,   toiiiiieiue^  at   whu'h   net    I'ares  have  lieeii 


Cl)Ill 


[mted 


(1   >tat 


tate. 


Tm   il 


tl 


le 


'oveninieiit  are  iii\'.ieil 


ie>e  ei  >iilereiiee--   ie|jre.>eiitatives  ot 
'I'iie  taii.i^ihle  results  ■>£  the>e  ajjree- 


iiients  are  llie  ehininatK  iii  (jI   enmrov  rsie' 


letween  the  earners 


an 


1  the 


;ii\eri!ineiil  anu  ihe  pri  inn  itioii  vi  imjnijit  an( 


1  niiitDriii 


settleniciil  <il  aeemint-.     Similar  in  fiuietinn  is  the  .siilientiiniittee 
on    Militav)-    I'VeiL^hi    TaiilT>    wliieh    ha--   deveii 'iK-d    a    Mnip-iiieil 


ha>is  f 


or  \vav-i)iHniL 


anil 


lit   ciiarL;es 


nil  imped 


nieiita  aceii'iii)anyiii;.;-  trunjis.      j  hi^  has  heen  in  par;  aeceptci!  l)v 

ih  the  ]ir' ilciliihtx   "f  eiini])lete  aili>];tiiin  soon. 


the  L'DV  ernnunt  w  t 


It   1 


las  al~(>  iirouoscii  tlic  pnlihiati' m  ni  inih'iarx  i'reiLilit  tarilTs 
in  a  siiiijihrieil  iiianiier  w ;  i  >liall  show  net  rates  on  l'.i  >veriimem 
shipments  to  the  \aii''ns  i)Msts  anil  cantonments.  This  cdiii- 
miitee  h:\<  workei'  I'nt  the  niellio(U  >>{  ii lent ificat ion  of  |i)eferreil 
freiijht  which  have  cuntriliuteil  ni;iteria!l\'  t"  expeilitii  mi-  move- 
ment  of   government    m;itcriaK, 

The  ;-iilH.'omniitt(e  mi  l",xpre<s  'rraii~pMr!;iti"!i  !ia-  jriiviileil  u 
mran-  hy  wliich  the  unvernmeni  nia\  reach  ihe  expic--  .li-aiii- 
/.atiiiiis  in  every  part  of  the  country  wiili  the  mininuim  of  ilelav. 


All 


niini~i  r;itic  III  ami  Ihe  varicus  branchr- 


lit  the  ariiiv 


and  n.aw  liaxe  dealt  with  this  ci 'iiiniittee.  It  ha<  aNo  assumed 
the  ta-k  nf  ex|)eihtinL;  essential  express  traffic,  a  task  of  no  mean 
nr'ip'irtions  in  \iew  ;if  the  additional  burden  thrown  on  this 
ser\ice   Iw   the   coiii^e-tiMii    and    einbaru'tcs   on    Ic 


freitiht. 

'I'he  acci  ■mnli<hment- 
iiisi  Miitliiied  L;ive  snini 


-tlian-carl'  stI 


subcommittees  of  the  W'.ar  r>o:;"d 


'estion  ot  tiic  nianner  hi 


i-h  th 


trans]Kirlatioii    system    "i    the   cmmtrv   i^    woven    into   the   v 


erv 


texture  • 
lo«)ked   at 


iur  war  adminislr.ation.     Hut  the  relation.diip  mav  be 


n   from  another 


aiu 


Tl- 


eic  ha 


been   devisei 


d 


a  complete  system  of  cixiperation  between  the  ((uartcrmastcr 
de|)artment  of  the  army  which  is  charj^ed  with  all  transporta- 
tion fuiictioiis,  and  the  carriers.    This  svstem  be<dns  iti  the  office 


30 


W    \K     \liMl\I-IK  MldX    IM'    l;\II.\\    \\- 


lit  liie  (iiiailcriiia~ur  L;ciiir.il  ami  ^pruacl^  ,.ut  \< '  llir  remotest 
iiinliilizaliiiii  raiii]),  (a-iuTal  a-riii-  -i'  Iraii-i).  .rtaiMn  have  Ijceii 
apiMiinU'il  and  a-M,L;iU'il  i^i  .liiiy  in  iln'  mIIuc  (,i'  ih,  ([uai  Icrniaster 
ijcncral  in  \\a-hii/_^i.  in,  ai  niiliiarv  luaili|nartcM  >  of  the  six 
(lt.'i>artnK'ni-  ami  ai  each  I'i  the  in.iliihzation  and  eoiK-entration 
camps.  Iheir  duties  are  to  as-ist  the  iitiarterniasters  in  seenrini; 
ecimpment,  nunin-  troop,  and  -■•pplie-,  prompt  loadin,';-.  niiload- 
iii.i;  and  retini;  of  e(|nipnient.  and  in  ovcisi-ht  of  all  the  many 
(leiail>  of  raih\a\  oiieration.  "Idiey  are  to  keep  m  toiieh  with 
the  Cunimissioii  oi,  (  a,-  Servue  in  Wadim-ton  l,v  means  of 
daily  reports.  At  the  re(|uest  of  ilic  (|nariernia>ler  ,L;eneral,  the 
radways  have  assi,!,'ned  repre>eniati\  e~  lo  each  of  a  miml)er  of 
port-  to  act  a.  advi>ers  to  the  I-cal  ([nartennasters  in  handlin,;,' 
.;,^overnnient  frei.i^ht  for  oversea  slnpmint.  \n  exi>ert  on  oi)era- 
tion  has  heen  a-i-ned  to  the  oiVKe  of  the  .|narterniaster  ,-cnera! 
to  uirii'-h  advance  information  lo  ihe  (  ar  Service  Comn'iissioii 
on  government  onlers  for  fni-hl  and  the  need  of  ear-.  This 
arran^'-en'eni  \',a<  jierfecled  when  it  hecanie  ai>i)arent  how  Jar-e 
the  soveniment  denian,l  for  e.piipment  w,.nld  :,e  in  niection 
uilli  the  con-tr;ictio„  ..{  eanlon'iient-.  k,,ads  are  supplied  with 
information  whenever  order-  are  placed  l.v  the  -,'.veniment 
i.^r  wnn>  than  ten  carloa.l-  of  material-.  The  Government  is- 
sues order-  to  the  railways  cnneerned  mdiMtin-  ears  wanted, 
and  specifyin-  the  lime  within  which  tluv  must  l>e  delivered.' 
These  cars  are  to  he  held  exe!n-uelv  for  ■.^o^  ernment  account, 
lo  a-sist  in  the  movement  of  tn,op-  a  ,,,,..iiiK.d  official  of  the 
passenger  department  ha.-  heen  assi<r„ed  lo  -ervice  in  the  office 
nf  the  trovernor  or  ad.intant  i;eneral  of  each  state  where  ncces- 
sarv,  to  keep  in  to.u-h  will;  -late  anu  aritie^  dnrin-  ;  eriods  of 
niohilixation. 

For  the  movet^ient  of  the  National  .\rm\-    (  "" 


de-i-nated  hy  the  provo^t  marshal  sciieial   for 


tion.   from   which  tlie  rail\\a\- 


I    points  were 
a!  concentra- 


were  to  earry  the  troops  to  the 


cantonments.     'Idie  railway-  were 

.lie-    for  each   movement       L'nder   tlie   -,i,>ervi-io„   of   the   sul>- 

committee  on    M!litar\    i'a--en"er 


'In-ected  to  prep.uv  train  sched- 

;lie   -iii>ei\i-ioii   of   the   sul>- 

ariii-,   ihe-e   were   prepared 


THE  UXITKD  ST  \TES 


51 


liy  the  passfiimT  ;i^-iKiaiMii--  in  iniiicTcncc  with  representative^ 
ul'  the  dperaliiiL;'  deparlnieiit--.  The-c  ^eh.eihiles  ,shii\ve<l  the  ilate 
and  hour  uf  ariival  ul  iraiii>  at  cnneentratiun  points  with  sched- 
ule to  de>iinatiiiii.  Alter  appiuval  hy  tlie  (|iiarternia>ter  t^eiieral 
tht-y  hecanie  the  niVicial  r^'Utes  and  were  luriii~hed  to  the  rail- 
\\  a\  s  ei  'ncerned. 


(Jn  ( )etoher  (,.  the  W  , 


d 


imn.iuiiced  tliat   the  rauwaes 


had   miived  to  date  approxiniatelv   7 


.'it,UH> 


If' 'in   their 


Imnie--  to  trainiiii;  iai!ip>  i  r  einharkatinn  points.      \i!  hut  .■iJ,5<k'> 
men   in   the   ln>i    I'im-  ])er  rent   n{   the    Xatintial    .\rni\'    re'iiined 


special  train  ser\  lee,  iiunKin;. 


1 


.i.riH)  nas^enjrer  lars.  inelmlitu 


\.5V0    I'lillnian   and   l'jiiri>t    sleeper.^.   _'.(KH)   l]a,i;-y:ai;e    ear<.    and 
4.5iX3  frei<,dit  ears.     In  the  Iiandiiiif^-  nf  the  Xational  .\rinv,  the 


oniiest  liaul  was  trdtii 


\' 


nnia,  Arizona,  ti 


irt  Ki 


lev.  Kansas — 


1.514  miles 


eDnstmiiiiL!    I'rtv'-ei 


rht 


hours;  the   shortest   that  of 


the  District  of  L'dluinliia  unit  to  (ami) 


Ml 


.M 


arvlai 


id- 


than   twentv-fiv 


e  miie- 


Ihe   Xational   i  iuaril  r 


ovcments  were 


ittahon  oi  entrineers 


iiiMstly  of  f;reat  Ieii,i;-th,  the  lonj^e.st  heiiii;  a 
fmm  San  I-'rancisco  to  the  .Atlantic  coast, 
per  cent  of  the  milea.L^e  ni  .\merican  railwavs  is  sin;;le  trai 


.\ltl 


1'  iiiLTii  neai  U' 


<i(i 


thi>  wa<  acciim]ni 
dul 


died 


without  >eri(>us  derancrement  <if  ji; 


is-en- 


er   schedules,   notwithstandint;-  that    the    railwavs   w( 
1 


at    the 
same  time  liandlin.ii'  lai'^e  amounts   of   c;ovcrnment  material   in 


freit,dit  trains  an<l  ah 


an  eniirmuus  additional  comnierci 


ial 


trafTi 


c  as  a  result  of  the  war.     On  Decenilvr  6,   1017,  the  troop 


iiKnenient  of  the  rai 


the  h 


•v  auionnted  t 
if  materials  fi  ii-  c 


n  a  total  of  1.8''>7.248  men. 
amp  cnnstrncti'in,  the  rail- 


ho 


w  a\'s  Have  sliow  n 


tlie  < 


the  same  efficiet 


Within  thirt 


V  (la\- 


ti'om 


late  tliat  tl 


nient    material 


le  Lrovernmcut  placed  its  first  order  for  crmtou- 
the   railwa\-s  had   ilelivered   more   thaii    12.0(V) 


.■arloads  of  lumlier  and  other  huildi 


material: 


to  tl 


le  sixteen 


cantonment-;,  and  they  h.id  huilt  many  miles  of  extra  tracka'^e 
at  their  own  expen-c  foi-  tlie  local  handlintr  of  .sjovernment 
freight.  Shi|)mer.)s  of  food  and  luateiia!^  continue  uninfer- 
niptedly.  the  numl'-er  of  car-;  of  material  of  .ill  kinds  arriving  at 
armv  cam])s  haviii!;  reached  on  Decemher  1.    I'M",   a  total  of 

128, .v^n. 


.52 


\\   \l<    \li.MINI>ri; AIION  OF  KAIl.W   \V.< 


A  (liscussidU  (il  ciHipfraiiiiii  ln'twtcn  i^cjvcrniiicm  aiui  railwnvs 
would  lujt  U'  i.niii|)k'tf  which  di.l  imi  alhulc  h>  tlio  many  points 
III  cniitai'l  iK'twfcn  (ifticial  (lcj)aitini'nts  and  liureaus.  otlicr  than 
those  >tiictl\    niiliiary.  and   the  railway  administration.      Ilnw- 
f\rr.  no  adfi|iiau'  di>cussion  of  this  rclatinnsliij)  is  penni-sihle 
hnc.  ]iaiil\  U-iau.-i'  in  many  cases  it  is  not  clearly  defined,  partly 
l>ecan>e  it  rs  underijoinij  rapid  tran-f.  irniation  and  de\  eli  ipnicnt. 
Xearly   everv    impuriant    a^encv    nf   government    with    iiaiinnal 
re-])(UHil)iIities  nuu  ha>  it^  tran-pnnatii  m  nl'licial  wlm  i^  re^pmi- 
sible  for  the>c  special  interests  in  his  (lei)artment.      lie  lias  -el- 
diini   aciid   indeiieiicleiilly.   liiu  almost   in\-analil\-   in  cmiperatii  iii 
with  the   Railroads'   War   Hoard,   or  one  of   ii<  snl)comniiitees. 
'I  he  most  striking:-  iUustration   nf  this  sjiirit  of  cm, ,pr  ■■  atii.n    is 
Inuiid  in  the  I-'iiel    \dniiiii>trati' in  wliose  sole  pmlik'ni  ha^  l>een 
the  one  with    which    ilie   railways  have   for  m,  ,iith-   heen   most 
vitally  ciiiicerned.     The  Pennsylvania  Railroad  ha-  keen  ohliged 
to  resort   to  contiscation   in  ..rder  to  secure  coal   nece-sary   for 
operation,    ihu>    diMiirliiiiy-   commercial   contract-.      After    pn  i- 
tracted    ci  miereiices   helween    rciire-cntatives   of   the    K'ailmads' 
War  iHi.ird,  the  I  ■-uiimi-i.  m  .  .11  t  ar  .Service,  the  kriMiiiv  P.oard, 
the  liiel    \dniiiii-iratiiin,  and  the  Interstate  Cnmnierce  Commis- 
si. 11,  an  onler  wa-  i--iieil  ky  the  l-'ucl  Admini-tration  on  ( )ctolK?r 
10  .lirectmi;  that  the  Ti "  >  mine-  ser\  in--  the  I  'eiin-ylvania  Railroad 
should  -np]i'y  that  (oiiip.iiiy  v.iiji  coal  ..n  a  pro  rata  hasis.     This 
order  was  la'er  extended  to  other  roads,  and  onlers  .are  in  pre- 
paration for  the  application  of  priority  i)rinciples  to  the  han-llnii,'- 
of  ec.riMc,    -al  coal,  a-  ketueen  the  t^overmiieiit,  jiukkc  iiti'ities 
and  private  industries.    The  Railroads'  \\'ar  Ik.ar.l  has  furnished 
a  li-t  of  more  than  SOi')  minmiKiities  classed  as  nan-essrntial  to 
the  I'rioritv  Director  and  the  Ikiel  Administration,  upon  th.-ir 
reipiest.    While  both  these  officials  have  declared  ai;ain-t  drastic 
and  sudden  action,  it  is  evident  that  they  arc  pieparinjj  ai,^ainst 
a  time  when  power  to  order  preference  in  coal  -hipmcnt-  dtall 
l>e  exercised  in  the  intere-t  of  those  industries  essential  to  national 
security.     F.arlv  111   Xovemher  the  F u(  1  Adnn'nisiration  ordered 
all  tran>-hipper-  of  coal  at  the  Atlantic  ports  to  cooixratc  in  the 


THE   LXITF.n  STATES 


53 


'J'iilcwattT  i'lH)!.'     Tlii^  ] 1  ( .r  c\fliaiiL;i.'  liail  Iuxmi   mi  n|i(.'ral:i  iii 

siiuc  j 111  10.  Inn  a  imnilicr  i>l  s!ii]  per^  liail  ik'tiint'il  i. >  ji lin. 

t  11' ']iiTatii  Ml   similar  i"  tliat    ju^t    ilc-criln'il    i>   Imiinl   liclwccii 

t!n'    !■' 1    Ailtiiinislrali' 111   ami   i1k'   railwavs.       I  lie   liiai!   "i    ilie 

iraii-p' II  tatii  III  ili\i-.i(.ii  .o  tlu-  l-'imd  Ailmiiii--trati' 'ii  i->  a  vice 
|)rc'-i(li'iit  I'l  niK'  cii  tlic  lar.mr  railways,  and  an  cxpuri  nn  njiera- 
tiuii,  TratVu-  cun'^cstinn  in  foixl  |iro<lncts.  ^liortaLji'  •<(  t'arilitics, 
and  ilic  rla-~^ilicalii  in  I't  I'mxl-.  acri  irdini;'  to  re'ati\c  ini])i  iriance 
I'cir  >liii>nicnt  ai\'  iiimIiK'Hi^  with  wliuii  he  has  lifun  I'oiK-cined. 


In  CI 


nca"!)  iliKc  c     luTaii'Mi  Im^  Ktcn  e 


railuavs   am 


I    the     1  mill    Ad 


>iablislie<l  l)et\\ccn  the 

iniiii^traiii  ill   li\-    which   d(.'la\rd   cars 


nf   i)cri--lial;ic    tixiiNtiiir-    arc   K'linrhd   ti>   the    I'mid    authorities. 
The  latter  ime^ti^ate  the  detcniinii,  ileiennine  re.>iK  in--il)ilitv  and 


)s  1(1  ax'OKl  a  rciielition. 


he\-  have  also  arranired  for 


take  ste] 

svstiniatic  salvasjc  "f  all  food  fit  for  use.     The  l'\Mid  Ai 


tration  ha>  also  used   its   intl 


nence   in 


fnrth 


enntr  the  ih-uc   tur 


Heavier   car   loadmt 


hiil;'   to   the   extent    at   times   oi    i.-ihiil' 


detniite  cinlcrs  j^nveriiiii!;'  certain  kiiid>  ni'  lTeiL;lit.     The  llep.-irt- 


ineiits  .  it    ( 'oiiimerce    in 


I  ,.t   At 


riciiltiire  have  ctrcnlarized   the 


coiintrv  in  aid  of  th 


is  same  iiii  i\eiiien 


t  for  an  intensive  carload. 


Tlie  siciiiit'lcant  point  in  all  ilie-e  niovcinent';  on  the  jiart  of 
the  i;overn!nen'  aqencie-  tn  jiriniite  etVicient  railwav  service,  is 
that  r;irci\  has  .my  ^tep  heeii  t;il<tii  without  ci  mfeience  with  the 
iil'licial    repre~eiita'i\e-.  K^i   the   railw.av^   nf  the  CMiiiitr\'   n;    w  ith- 


nit    their    full 


perati 


l- 


Mil    wliere    "I  >\erii;iient    a:;encies 


ha\e  had  power  to  i^-iu'  ■.r<ler<,  they  have  in  no  c;i^e  acted  witli- 
MUt  consnltat!  ii  and  apprnwal  nf  the  lailwav  heads  ,'ind  fie- 
t]neiill\-  dtiK  upon  rei|iie'~t  nf  the  r;iilwa\s.  The  tran-]x>rtatic>n 
ji/hhas  lieen  ])erliinncd  liv  a  private  aLjeiicx-  under  ])ri\ate  control 
practically  unfettered  hy  the  interference  of  anv  ijovernment 
antlii  'lity, 

(  hher  iii^t;mce^  nt  c  loperatii  ni  iK'tween  l;i  veiiinient  ;md  car- 


rier- in;i\-  Ik,'  iiiitecl  hrietlw   nierelv  1m  illustrate  the   ra 


pidl 


crea--ini;'  scnpe  of  tin-   ci  n  iper;iti\  e   nii>\enieiit. 


.\t    th 


luv  rei|iiest   lit   I  hairiii;iii   \\  dl.ard   ni    the    xdvi-nrv   (_oin 


see  jiaye 


W     ' 


54 


U   \l<     \|)MIM>IK.\lli>N    111     UMl.W   \VS 


missiciii,  tlic  Kailin;i(l-->'  War  r.^ard  Milmiitlcl  sugjjcstuMis  I'l  the 
I  nuiicii  i)t  Xalioiial  Dcfeiisi;  as  to  I'ne  coiniiosiliun  ul  tlic  railway 
coiiiiiii>.Muii  to  Ix;  sent  to  l\ii.-<^ia,  anil  it  was  constiliitcii  in  accord 
with  their  su.L,'^'c>lioiis. 

Tlic  ].ruposal  lor  the  ciih>tnR-iil  "1  rci;iiiicnts  of  rail\\a\  men 
for  service  in  l-'rance  came  \"  ihe  War  I'oanl  thront,'h  Mr  W  il- 
hinl.  Mr.  S.  M.  Felton.  I'loideni  nf  tlie  Lliicaj,'o  (lieat  W^-t- 
ern  was  requested  to  undertake  ihe  uurk  of  organizauon.  In 
lune,  I'M'i.  a->  a  re-;'.i  ni  a  cmiference  w  itli  the  Secrelarx  ni 
War.  Mr.  Icltmi.  who  hail  lailier  heen  tlic  chief  executive  of 
the  .Mexican  i  eiitral.  \va->  re(|nested  to  orfjani^e  ra:l\\a\  iiru  and 
materials  for  possilile  operations  in  Mexico,  luinipnunt  "i  all 
kinds  necessary  for  such  an  exi)eilitioii  was  collected  and  men 
were  selected  an.i  ^  ir-anizcd.  I'o  this  same  executive,  the  T.oard 
now  uinicd  in  the  lace  of  the  country's  larjjer  need.  .\  pre- 
liminarv  en.L;inceriiij;  niis.-iiiii  was  sent  to  l-'rance  to  j;allur  intor- 
iiiati':!!  cnticcrmir^-  re(|uiremcnts.  The  or.ijanization  now  at  work 
in  I'rance.  coii.-ists  nf  nine  reiiiment';:  three  for  operation,  five 
for  con>tniciioii.  and  a  ^h"p  rei^'iinent.  h'.ai'h  operating,'  re.uimcnt 
comprises  a  cumplete  operatiii!:  unit  capahle  of  takin?  over  a 
line  li'lt  mile-  in  Iciii^th  and  Mperatin,-'  it  for  military  purposes. 
The  coiKtrnctiou  rcLjinu'iits  are  to  reconstruct  destroyed  railways 
and  maintain  existing!;  one^.  The  =h(>|i  re.dmeni  cn-tnuts  and 
repair--  ei|nipinent.  l-'ach  -et;"iment  has  as  its  colnnel  and  .1-  its 
captain  adjutrmt.  :i  rei^iilar  army  lifticer.  The  lower  ^raile>  nf 
officer--  and  the  pn\ale-  arc  ad  recruited  from  the  railway  ser- 
vice and  consi-t  nf  men  peculiarly  fitted  ff-r  the  tasks  ahe;id  of 
them.  Coincident  v.itl.  the  ort:anization  of  {]k<v  iinit<,  the  War 
Piiiard  ha^  c;invassed  the  country  for  the  mater;aK  necessary  to 
railwa\-  rehahilitation,  and  ha-^  l>een  largfely  in-trnmental  in  their 
mobilization  and  export.  U'lder  a  t^cncral  orde:-  issued  l>y  the 
^^'ar  Deiiartment  in  Septenilier,  these  railway  rc':imenis  .ire  to 
he  increased  in  ^ize  an^l  nnmlier  hy  voluntary  enli-lmcnt  or  draft. 
and  their  ori^^anization  pcrfcvlecl  for  service  ahro.ad.  Follow  inc; 
this  same  p;eneral  jilan,  a  Railway  Servif-e  Cnrp<  ha-^  hccn  re- 
cruited   from   oiKTat.iiij  and   mechanical   ofificers    for  service  in 


1  111:  i\i  nil)  >r  \rivS 


Rii^-i;i.  i).ini<i!l;irl\   ■  'ii  llic 


1  ail;. 


MiKTUHii  rai 


1\\  av. 


DllC 


of  ilu-  lanuil'li-  ir^u 


ilt- 


.1    tlR'    VHlt    l.l    tllL- 


Stevens  Railwav  (  oni- 


1111- 


>ii'ii  ii 


\ii~^ia. 


I  h 


act  a-^  instnictDrs  airl  to 


l)tii!(l  nil  an  n],fiatiiiL 


am/all'  'ii  i  *! 


wliuh  there  IS  an  a 


linost 


entile 


111  :\ii."ia. 


At  the  in-tanee  (if  the  Railroail- 


W, 


lanl 


there 


as  organ- 


(1   in   Septenil)er  a  eimiinittee  t"  devi-e  nuan-.  uf   preventing 


L-on^e>tiiin  at  Aineruan  ^eaiiurt- 


hi>  c<  iiKuiitee.  kii'iw  n  a■^  the 


('ii.'rdiiiatini:  t 'i  inirniitee  'if  h'-xpurtatinn.  ei 


iiiNists  ( )f  reiiresenta- 


tue- 


ihe  ( 


in!iiii.-Hii '11  ij 


n   (..'ar   Ser 


ice,   the 


Shipi 


mil. 


loarc 


ihe  l-'iMi.l  Aihiiini^iialii.n,  and  tlie  Ked  t  r^ 


K.  W 


If  I  I  iiincil 


and 


the  'IratVic  I'.xecutive  of  die  AHied  <  1.  ivernment- 


■|he  New   ^'iirk    I'tirt   War   Hoard  (irL,'aniz('d  in   Xoveinher  to 


relieve  coiij^e^ti'  >n  a 


t  the  p'rt  of  Xew   ^'o^k  and  ti^  de\e!o] 


>  co- 


ration  m  the  n-e  oi  lenninal  lacihtie- 


<[  whic 


h  tb 


■•ecretarx- 


,\  tl 


le 


'r'asiir\-  \\a^  ehannian.  has  n; 


tative. 


In  n 


eceni 


Ikt 


I  V'  'iniinttee  ot 


M  n  It  a  railroad  re])re^en- 
aiK\a\-  iralTic  I'll'iciaK  was 


e-ial)hshed  in  \e\v  ^■ork  to  adin-t  trans;»  nation  -ervice  |o  irat- 
t'lc  facihties. 

In  re>!'onse  to  appeals  frcjin  the  railway's  for  the  -n-peii-ion 
of  ciTtain  >tatistical  and  acc<iiintint;  reiinireiiicnt-  hecan-e  oi  th- 
depletion  of  clerical  f.irccs  in  the  accnmitini,'  department--,  the 
Interstate  roinniercc  Coninii^sinn  has  siispemled  it>  order  reqnir- 
iim  the  -reparation  of  operating-  expense-;  hetween  pa>sen,u:er  and 
freight  service^,  and  has  eliminated  a  large  anionnt  of  >iati-lical 
and  ac'-onntin;,'-  data  from  its  annnal  report  form  for  the  current 


\ear. 


.A  Committee  on 


Watc 


crwavs  has  been  crea 


ted  under  tiie  inris- 


diction  o 


f  the  Council  of  National  Defense  to  .;t 


u<l\'  the  |> 


hilities  of  the  development   -f  water  tran^^portation.  i):irtic 


ilarh 


on  the  Mississippi  riv 


h\'  the  railwavs  is  shown  hv 
Chief  of  F.nu'incers  in  Time  in 


er.    That  snch  an  orp^anization  is  welcome' 
the  letter  of  the  War  Board  to  th' 
•h  thev  announce  their  willinsj 


cordially  to  cooperate  with  any  responsible  persons  or  cor- 


porations  provuhnc;  w 
ill 


ater  transportation.  In-  exchanije  of  traffic. 


joint  bills  ot  lading,  and  hy  loimn,^:  in 
necting  tracks. 


th 


e  constrnction  ot  con- 


56 


WAR   ADMINISl  KAl mx   ol'   KAIl.W  \VS 


Tlic  Council  of  .National  1  )ricn-r  in  Xuvcmber  crcatcil  a  1  hall- 
way Transport  Conniiilicc  to  ^tntly  tiif  possibilities  ol  motor 
truck  transportation  and  ilcvisc  plans  for  supplementing  rail- 
ways by  trans|K)rtiii,!,'  frei.<;lii  into  con};esteii  terminals  with 
motnr  trucks.  Packai^e  freii;ht  is  now  beinj:  Iiandled  to  a  con- 
siderable extent  in  this  fashion  k-tween  some  of  the  lartje  cities 
—  for  example.  Xew  "S'ork  and  rhiLulelphia— and  this  method, 
if  extended,  offers  possibility  of  material  relief.  Finally,  the 
.\mcrican  illectric  Railway  .\ss(X-iation  appointed  in  Novenil>cr 
a  War  Hoard  similar  to  that  of  the  steam  railways,  to  wfirk  in 
close  codperaf  ion  with  ihc  Council  of  .\ational  Defense.  Ii  iilrin-, 
to  coordinate  its  facilities.  sni)]ilemcnt  steam  roads  and  do  .some 
of  the  business  that  the  steam  railways  have  Ihtu  comncll,-,!  (o 
surre'idcr  to  ,i;overnnietitrd   rc(|uiremeiits. 


CHAPTER  VI 

The  Eiul  of  Vokintary  Cooperation 

[n  spite  <>\  ;ill  ciiiin>  i<>  spccil  u\>  tiuir  jjl.int  in  it^  hi^licst  pitch 
of  c'tticifiu-y.  railway  exirtitivcs  lii'^an  t"  n-alize  earlv  In  Xovem- 

liir  ilia!  llu-\    \'.  rri-  i.irni-  lU'fc.ii  inili---,  nii.ru  (Ira^tir  acti"n  were 

LraxiiiL;  iii'  --I'iiie  iiiilunkd  m  ilu-ir  eiVnii-  \,,  a\ert  ili-a^tcr 
they   urL;eil  iKit   ••u]\    kav  vc^^uhww    Ipiii    a   ijimiiintinn   'if   tralVic. 

Ihe    Uaih'.iail^'    War    Kdai'.l  j-niinl   llie    I  1     X'hniiii-lr.itiMii   in 

il>  1  aiii])ai,^i'  .if  r.  iiiMr\  at  Jmh.  It  nrL'C'l  that  we  tnii-'  ii-e  f'"iil 
ai'il  ii;e!  eidiinmiially  ;  we  nai-I  ~nli^i^t  --o  far  a-  piw^jMc  iipoti 
I'.eal  priichu-t>:  we  iiiii-t  ali'i\e  all  lliitiL:-  refram  frnm  the  jntr- 
ilia^e  aii'i  ii^e  "i  liixiirie-  aii'l  iiMii-c^^i-iitiaN.  It  iiNeil  it^  in- 
llitt'liee  t.t  -teiii  the  v.rMWiii;;  [],U-  ,<i  ii:!--eiiL;er  travel,  a  lar-e 
part  <<\  which  ,>,a>  piirelv  fi  .r  ]ilea-;ire.  KediirtiMn  n\  the  iiiitiiher 
iif  ].as-,en-er  train-  mh  the  -ehedtile  'ift,.n  reunited  >  iiU  in 
(iperatiii:;  a  Haiti  iti  ~ertii  ui--.  The  matter  "i  itierea-iiiL;'  pa-<eii- 
Cer  rate-  a-  a  deterre'it  tn  tra\el  wa^  n  i|)-idered.  Imt  sii''h  a 
pfHediire  wiiiM  iei;tiire  ap])]"">  al  nf  ilie  liiter-tate  t '■  ■ninienc 
l'iim"ii<-inii  and  wnuld  lia\i-  t"  rnn  the  L;auiit1et  nf  all  tlie  state 
eiiinttii--inn-  in  -iteei>--inn.  >et  "nlx-  thnm^h  >inh  radical  cnr- 
tailmetii".  a-  ha'.e  Keen  tneiiiinned  can  track  attd  rnlliiiy  <tiick 
he  made  awailahle  tn  the  extent  reiiuired  fnr  I'lir  cMtntrv'-  nse 
Tint-  fmin  -till  annther  -ide  the  attack  was  hc^nn  nnoii  the  un- 
e-<entia!  indii-tr\-  which.  :'-  m.an\-  h;id  loni,'  auc"  fore-een.  must 
he  -acriliced  evciititallv  in  the  itittTO-t  of  nnr  ;::reat  nndert.akinL:. 

It  is  ill  -nfteniiyu:  the  ri-.u-  nf  the  adin-tnient  pmce--.  in  the 
tr.aii-fer  nf  c.ipit.a!  and  l.ihiir  from  nnn-e^-ential-.  th.at  the  elec- 
tric r.ailw.ay-  plan  tn  perfrirm  an  imiiicijiate  -er\'ice  and  for  wliicli 
they  ha\e  created  a  War  I^iard,  earlier  referred  tn.  W'itli  the 
oiirtailiiieiit  "i  pa--en;;er  -er\  ice  nn  the  -team  rnad-.  the  electric 
ra.ilwav-  will  'indertake  \n  perfnrm  .a  lar^e  !nc:il  ^cr' ice.  As 
nnil-e--<ential    cnininditie^    are    refn<ed    tran^nortatioii     nn    the 


58 


\\\U   MiMlVl-l  K  \riiiN   IM'   KMIWAYS 


.ii-.iiii  in. id-,  iiK\  Will  IiikI  a  Ac'^wc  ..1  rclii.'i'  ill  iraiisporution 
over  limited  area  \<y  ckitrn'  line  I  lie  re  arc  iiiatlv  50,U(.X)  miles 
of  flcctnc  railways  in  tlic  I  niti'd  Stalo.  li  i>  tlic  plan  to  ar- 
raiij^t'  a  system  ni  trali'n-  iiiurilian.i;c  bftwi-cn  tin-  --icaMi  and  iii- 
tcrnrlian  lines  and  IkIwihh  tin.'  electric  line>  lltem-eKi-  An 
niiiM  riant  -fr\  ice  v  dl  lu-  perhirmed  in  conjunction  uitli  the  loud 
AdiiiiiiHiraii.  n  in  ilie  colliY'tion  of  |o, nl  llnKhlct^  from  the 
fanner  and  ilieir  distri'iution  to  wholesaler  and  retailer. 

Wilde  ilic  trfKicn.x-  of  (iperatiuii  in  the  aiitnmn  nmntlK  nf 
I'd,"  ciiiiiiniud  \n  iiuTc.i-e  nwr  that  of  a  year  a;,'o.  ilie  idlr 
of  increase  \\a~  dcclinniL;.  and  .at  die  s.-mie  tunc  dcniaihU  i.T 
tr;in->p"rtati(in  cdntiinicd  their  niiinterni]ited  coiirsi-.  1  he  acute 
n.itr.re  '<i  the  prnlilein  .im^i-  tr.iiii  two  conditions,  ['"ir^t,  the 
-|ncdiii^  lip  III  iIk-  imhwtric-.  ccUhcrncd  with  w;ir  makiiiij^ 
niaiu  "i  ihcin  \t,  .i  t  uciit\ -f-ur  liMiir  li;i-i-  had  'rcitcd  .in  ah- 
normal  demand  f^r  fuel  and  new  iiialcriaK  .iiid  ;iii  unprrccdcntcd 
call  for  traii-porl.itiDti  t^  li.andK-  the  lini-licd  product-.  Tlu'-e 
iiidu-tnc'-  are  lari^ely  situated  in  ihc  caMcin  ]iart  of  the  country 
llirMiii;!!  which  nm-t  of  the  expnn  tr.iiVc  ]ia^<cs,  crcatinL;-  ;i  Cdii- 
L;c--tion  en  eastern  liiic<  wliiili  mile.iL'c  in  oilier  jvirts  of  the 
rnijiitrv  i-;  uiialile  In  relie\e.  .^ccniv!.  ahh'  ;i-h  the  r:ii!\\a\--  had 
l)lace<l  theiiiselve-  under  nrder-  frnm  the  kaihnad-'  War  I'nard. 
this  had  meant  thus  f.ar  ih.it  each  cnc,  uiive  ^till  hamllcd  the  hn^i- 
ne-s  which  wnuld  he  lii-  in  nnrm.al  time-,  -till  de.ilt  with  his 
nwii  customers,  and  was  .'-iihieci  to  the  War  !'■'  anl  niily  in  the 
-;en-e  that  he  endea\'ore<l  tn  carry  out  "V.  hi-  line  the  efficieiiry 
mca-nres  desiirned  in  Wa<liin'.:tnn  d'here  ha\c  hcen  departures 
fmni  this  procedure,  nnt.ahU  in  the  jmnliu^  of  all  Imx  car--,  hut 
as  .1  rule,  the  imlependent  ideniit\  nf  the  individual  railway  ha- 
heeii  inaintaineil.  \ii\  nther  pnlic\  cniild  have  heen  instificd 
onl\'  ill  the  case  of  extreme  war  necc--it\-,  fnv  ;!  would  have 
ineant  a  deliherate  vinlation  nf  e\i-tin<;  laws — the  ]irfn'isions  of 
the  Tntcr-;t;ite  Cnmmerce  \ei  fnrl)iddini:  pnnlin'/  and  di=crim- 
inatinti  and  tlm-e  empnwerlnL;  ^liip]iers  tn  rmite  their  freicrht. 
Likewi-e.  the  raiU\n\s  wnnld  li.i-i-e  f.-hdl  the  i  ■  irdttes  ni  the 
Anti-trust    Act. 


THE  UNITED  STATES 


5<) 


lliit  tlic  inevitable  emergency  came  tii^.n  ilum  in  \meiiiln.r, 
anil  in  tiie  last  week  of  tlie  numtli  tiie  War  M  •anl  iiiidc  an- 
nouncemeiil  tlial  "all  a\ai!al)ie  laiiiities  •■n  all  raiin-ads  east  ol 
Chicago  will  he  poolcl  i  ih,  i  \iiii!  necessary  ta  furnish  niaxi- 
iniiiii  freij,'lit  mij\cmeiit."  This  aiinuunLeinent  was  i,'iven  <letinite 
expression  in  the  appuintmrnt  of  a  committee  of  seven  operatini;' 
executives  of  eastern  road-  !■  liaM-  full  i  liarj^e  of  this  thormish- 
jjoinjj  railway  pool.  How  radical  a  revolution  could  l>e  ctTected 
in  railway  operation  rtmained  to  he  seen,  hut  the  cNcrnlixcs  were 
'IcUTiiiini-d  to  i;o  a-  far  as  the  law  would  |]iTinit.  1  hat  federal 
la\\>  mi;;ht  he  loiniall}  aiiicinlfd  nr  i'\eii  disrcLjardfd  under  the 
war  emergency  was  a  possihduy,  Imt  tlu-y  realized  ihc  dilViriil- 
lif-  in  the  wa\',  particnlarlv  tiiose  ■;roAtiiL;  out  of  the  prero^ja- 
tives  of  the  state  reuiilaliiii;  li'^uie-.  W  iial  the  sitnalimi  ic'i. tired 
v\a-  tile  ali^htiti  .if  ihi-  iniNate  roiiiite^  of  freii^ht  atid  the  ap- 
poiutiiieiit  ot'  a  e.  iiUfi 'lier  of  traltii'  to  determine  rnttiin-  ami 
prioitlv.  Itidi\idiial  hues  --Imuld  U'  ((Ptil'itied  to  the  haiidhtiL:  of 
the  --pei-itir  CMmttioditie-  whi.h  tlie\-  were  hy  situation  and  facili- 
ties best  C(|iiipped  for  handlni'^.  This  nii!;ht  necessitate  the 
aliandouiuent  altoy;ethcr  li\  sotiie  iJties  of  th<ir  throui;h  pas-eie_;er 
hn-.ine-'S.  and  aKo  of  a  larL;e  part  oi'  their  li>ii-  distance  le-^- 
than-carload  traific.  I'ooiiny;  ni  facilities  of  all  sorts,  such  a^- 
cars,  l(icomoti\es  and  tertninajs,  as  well  a^^  rep.iir  shops  and  labor 
force,  was  in  conteni|il.ition,  .and  pelitionin;^r  ( '( piiijress  for  attthor- 
it\  to  pool  revemtcs  \\,as  under  cotisideration.  It  was  olndous 
that  the  consent  of  indi\idital  r^  .acK  to  the  p'iolin:r  of  tracka!;:^e 
and  distribute  m  of  business  b\  a  i-eiitral  aL,'cnc\-  could  not  be  se- 
cured '.mless  revenues  were  likewise  to  lie  po.ileil 

The  uecessite  for  a  controller  of  trafbc  arose  mainlc  out  of 
thi  rinfusiou  that  had  rcsitlted  friitu  a  too  irencrous  use  of  the 
"piefereii'.c  t.a;:"  in  the,  shipnietit  of  Lrovenimetit  frciLrht.  I'ecry 
dep.artiuent  and  l)ureau  has  used  these  ta'^'s  with  cnnirestion  as 
the  result.  Tt  is  a  ftttidatnental  itrinciple  of  railwa\-  operation 
that  the  besi  results  arc  provided  bv  :\  stcadv  flow  o\  all  trat;:c 
concitrrcntlv,  aiid  that  the  intrndttction  of  the  preference  plan 
slows  up  the  entire  transportation  tuachine.     The  vast  amount  of 


60 


WAR   ADMIMSTKAI  In  \ 


l<  \\l  \\   \\< 


prclcTctia'  irii^jlit  i)ii>laU  niiuii  tlit  railways  by  eajjcr  govern- 
nifiil  oHicial.s,  minor  ;iikl  inajur.  has  liail  tlie  iiii'vitahle  result  ot 
deleaiiiit;  its  object.  It  uuiil.l  sitmi  iinu  lo  be  iKa's>ary  to  carry 
the  |>riiici;)li'  tiirtlu-r  and  arian^'c  tcr  [.rtitrrnl  prclcrcnccs.  to 
cla>vsiiy  this  trci«ht  on  the  basis  ut  urgency.  Siah  a  controller 
w  -1  have  power,  lor  cxani|plc,  t.i  divert  foo<l  proiluctN,  con- 
sign ;lieni  t..  []w  Cnlf  i„,ris  lor  e\|H)rt,  and  forbid  their  routing,' 
throuKh  the  ...n^^e^led  areas  ot  the  east.  The  plan  would  involve 
a  survey  of  the  coal  situation  with  a  view  of  shorteninj,'  hauls 
and  eliniinatiiij,'  cross  hauls  an<l  a  ;jencral  pcxrlinj;  of  coal  at  the 
mines. 

I  he  couiiniitcc  of  -c\en  ..peiatin-  executives  met  on  N'ovcm- 
ber  28  in  Pittsbur!,'h  win  re,  in  the  heart  <>i  the  congested  dis- 
trict, they  est.ihlidied  headquarters.     The  onlers  issued  .n   tlie 
first  (lay  -ave  promise  of  the  vi-or  with   which  they   uei-e   to 
nn.lertakc  their  i  ,.k      Tlu-e  orders  included  ;m  embarjo  on  ship- 
ment of  all  e\-pf,rt  niu   -trd  products  except  those  intended  i:  .r 
the  I'nitcd  .States  L:o\cniuient ;  the  dixcr-ion  of  throii-li   irci-lit 
from  the  i'itlsl.,.r-,di  -atewav  to  ,,ther  lines;  the  disconfinn.uhe 
of  till-  ••|'.r-,i,lu,-,v   I  intitrd"  .11  the   IVunsylvaniri  Railn  ..ul :  t!ic 
immedi;ito  s,, .,,(.„. in, i  ,,i   t-;,-i   fr,-i.;ln  lines,  and  the  provi>i,„i  ,,f 
only  box   .nid   M..,k   .jir.    i". t  the  lermi  tnick  loadin-  "i    co.d. 
>rMre(.ver  iliev   in;ni viir.it.'d  .-,   |,l;m    ,-,,r  coofKTatinn  with   nnfc- 
-ent.-itive-  ..f    VnuricM's  allies  in  the  ports,  with  a   view    1,,'tlu- 
limit.-ilinn  ,,,-  exp,.rt  lr,-iffic  to  a  nimntitv  iV,r  which  diij.pin-  wa. 
available. 

<  -ii^^re--;  nut  the  lli-t  week  in  ncccmbcr  .-'ii.!  ihere  .at  miec 
apiieai-e.I  a  ll.nd  ,,,•  iH  ,-,,„. idiTcd  proposals  for  the  -ilnti..n  ,,f 
the  raibvav  ,:,-,, Mem.  Hrt  before  anv  of  tlu-e  ,nrop,,s;,N  !,,.,,! 
r.Melied  tile  ]u,un  nf  .-nu^uUr 'I:,  .n  ibefc  sitfUJenlv  appeared,  mi 
December  -,.  a  (kH-nii-ent  ba.in-;  I)ehind  it  the  .-ei-bt  of  1.,,,;: 
exncrience  ;md  tnattire,!  itKJL'menf.  Tf  was  a  ^trrinl  report  o"f 
the  Interstate  Cotnmerce  rMinniission  to  f'on-re^v  This  report 
called  attention  to  the  enormous  increaM'  in  trafd,-  Miat  bad  taken 
place  sin.-e  the  outbreak  of  the  war  .and   the  .tni,,    u],;,],   this 


rilF.  INITED  STATES 


61 


trutl'ic  lia<i 


I'l.ur.i  ii|i  ri  ilif  I  •■  il  ties  ol  tlic  larruTs 


.1   ii'inU'ii 


which  thc>    h.id  Ik  in  iiii.ilili>  tr,  meet  1 


(Icinaiids  i(pr  capital.     .M 


tfcau.sc  (if  tlie  cumpctitivc 


lurcoviT  it  was  iM)intc«l  out  that,  even 
II  >.ipi!,il  were  availal)Ie.  tlie  necessary  facilities  could  iv.t  readily 
Kr  >'htaiiie(l  Urau-e  of  tile  <leiium<ls  for  bnihlinj,'  iii.iktmK  hi. I 

was  tile  opinion  oi  the  ('.,m- 


ii|uipiiieiit  to  meet  war  needs.     It 


that   during   the   war   the   cmnpetitive   pri 


whi.h   I  he   mails   had   Utii   lir.iU   i 


luiplf    niK 


Ilt 


ip    :iiii.    Ill    i-M;iiMrmii\     wjtli 


K'lve  way   to  a 


.hidi  our  re;.;nlatiny:   statutes  are   framed  must 

'ih'cy  of  niiilic.iti'ii  in  wliicli  individual  interests  are  merLicI  iii 

iiali.'iial  ir.iii^|H,riati(.n  s\-tiiii.     'ilu-  ('..nimi-sioii  saw  Imt  twn 

,ays  in  wlncli  tins  cnnid  he  accomplished. — either  In    a  tinr fi| 


■r  a  s\  -I  CI  1 1 


system  (■peralcd  In    tin-  carriers  iIu'iiwcU 

as  a  unit   1.     ihr    ru-Mlnit  (luriii-  the  pcni.il  ..|'  tl 


i|4T,!lvl| 


ic  w ;ir  miller 


the  war  jn  iwers  vest 


c'l   111  Inn.   l'\    Uu-  { 'i.ii-iitiiiii.ii  .  r  ih 


iciTcd  ii|i.  '11 


him  li\'  C' 


If  the  lirst  .-dternat 


I\C    slK.ll 


id 


U'cl,  II    A  ;i~  tin 


it     tl 


ipimon  <•!  thr  (■ninmi<sion  tint  ilic  i.pcration 


c  ;inti-iniM    laws— except    in    respct    |m   i .  .ii- ,li(l;iiiMn> 
d 


iiicr-crs  (It  p;n;illi-l  and  cninpelin-  liiu-s      .ind  ,  i  the  aiili-|i..nlini,' 


-cilf.n    ..|    tin-    Inin  -late   (  MiiiiiUTce    l;i 


iC     --IKliCIKk 


led 


d  11 


I'  -cs.  ami  ilu'  ri'mil.iiii  in  m  se- 


Ihc  i^.iMTiiiiniii   ~lii  iild  uiaiit  linimi  ial  .is-i^.-mce  in  tlir  firm  of 
li  laiis  .  ,r  ,iil\  .-nil  i~   ii  t  i  apilal  pnrp 
cnritv  is,nc,   should  he   \cMcd   m   >.  mu'  appropriate  luilv 

it  the  -eCMiid  ,il[erinli\e  Ke  ailMpted,  there  sli,,iiM  lie  <iiita1>Ie 
-iiar;iiit\  t  ■  each  carrier  of  an  ;ideMH,ite  animal  return  fur  the 
u-e  111  I  lie  nroperiv ,  and  fur  its  n  .linteiiame  ditriiiL'  'iperatinn.  and 
a  I'.iir  proxisinn  *'iir  inipn  i\  fineiits  and  liettennents.  "In  ■  tir 
opinion."  s.aid  the  ( 'ommissinn,  "the  -.itn.ni,  in  does  not  permit 
of  temporizinL;."  Commissioner  M.-CIiord.  in  a  -eparate  state- 
iiunt.  e\i>rcssed  his  belief  that  no  volnntarv  committee  of  railway 


men  eotild  aicoii 


pli-h  \\li,-ii  tile  ■situation  demainled.      ik 


d 


ittcntion  to  the  iiamperiiu 


conse'inences  ot  the  conflictmq-  power.s 


flicti 


now  existent  m  \anons  i;(>\ crnmental  acre 


ncic-  ;i 
"tile   siroiiL;;   arm    ■•(   ''(n  ermnental    :intliorit\    is 
transportation  situation  is  to  Pe  radiinli\'  imnrove 


lid  insisted  that 


essential   i 


f  the 


ihl 


W  AK  AliM  l\  I-  I  K  \  I  iiiN   ,11     l;  \ll,\\   \^  • 


licrc  iMidetli  the  lir-t 


cliapii-r  ni  ihc  histors    ,,{  the  war  ad- 


iniiii>irati(.ii  of  railwaxs  in  tlu-  I  iiiud  Sfiti..,  Wink-  vi  hintarv 
CO.  .poratiuii  I.I  iMiricrs  lia-.  11..1  ]kx\\  a  iijiii|)lrU'  fail  ,rc,  it  can 
,;y  !M  iiUTUi-  I.c  it-ai  Ic.I  ,1^  an  iiin r.ialificd  -nccc-s,  aiid  ,i  iarL;e 
]>arl  ..I  ilu'  r(.>ii.iii-iliility  for  this  vitiiati..ii  must  he  at'rihiited  to 
conditi(.iis  other  than  iiiell'icieiuy  ..f  ]iri\ate  operation.  'I'licse 
c  indilion>  ha\e  alrea.lv  heeti  di.sin^~ed,  hut  ihev  ina\'  he  sum- 
'iiarized  here,  lMr>t  and  foremost  t-  tlie  cxistiiiy;  !ciji-Iati(jn, 
iraine.l  i..r  ..ihei  da\  -  and  enacted  for  the  pnrpose  of  preservini,' 
the  c.  im|ietiii'.e  ]irincip!e.  the  Aiiii-tni-^t  Vet  an.l  tlie  anti-pool- 
in,!;-  .-ection  of  the  Fnterstate  Commerce  \ct.  to-ether  with  all 
other  leL;i>Iati.)n  t^rantinij   prlvileLres   to  -hipi.ers 


tlieiii   aua:ii--t    (Hscrimination. 


and  pr. 'teetniL'; 
Tlien   there   i-    the   decentralized 
condition  irf  ;^<ivLnin'ent  amhontv   tha    Iia-  rcMiIted   in  .■oiillict 
of   in>lnicti.iiis   and   ;i    failure   to   work   .nit   tl-,.)ron;;hly   and   cf- 
tecti\el\    the  iirinciple  of  pri-rit\-.      (  )tlier  hamperinsj  intlnences 
ha\e  heen  tiie  oh'.tructi..n^  and  dela\s  interpo-ed  hy  -tate  re^'u- 
latin,;,'  hodje,-;,  tlie  pri.uities  exccised  ■)y  tin-  -.  .\  ermiieiit  in  huild- 
inc:   materials    and    in    rolliiiLr   st.ick,    the   schisliiu-<   of    certain 
groui>s  of  shippers  and  to  some  de-rec  the  lack  of  compHance  hy 
individual  rail\\T.v<.     The  steadily,    m..  ntin,'  co-t^  of  o|>eration 
have  I)ecn  an  imp.-rtant  factor,  a-  well  a-  an  alK.ilnte  inahilitv  to 
secure   new    cajiital,      l-'inally.    ihere   has   heen    the   necessity    of 
copin.L;-  with  a  \\h..lly  unprecedented  traflic.  cons^e-ted  in  a  rela- 
tively   narrow    section    of   the  c. .iintrx'.    with    the  diificulties   of 
movement  materiall\   increased  hv  an  inade.|uate  s.ipph-  ,,f  shifv 
piiiir   and   a   lack    of    or^ani/at).  .n    and    CKA-dination    of    L.adiuLT 
i:,,-;i;.i,.c      In  tlie  face  of  all  these  handicaps,  tlie  recor^l  ..1    (hi 
railways  as  showti  in  the  stati^^tical  results  of  frei;,'ht  (operation 
is  extraordinary,  a  result  that  .'.oiild  have  heen  wh.  llv  im[K>ssihle 
without  the  cordial  cooperation  of  carriers  and  -Ir- vers  in  everv 
<letail  of  traffic  handling.    .When  it  is  kept  in  miml  'hat  railwavs 
have   I.een   huilt   under   the    -timuliis   of   competition,    that    thev 
have  heen  reirulated  on  the  competitive  thc.ry.  a, id  that  in  mu- 
se(pience   their  entire   sv>tetn   of   ■  .rirani/ation   and   management 
has  l)een  shape. 1  in  the  cmpetitive  i.v.ld,  it  is  no  Mirpri'^e  that 


THE  r\rri-;i)  states 


63 


tiiin-  has  hcci!  irijuircd  for  an  aditi-tiik'nt  tn  new  comlitinii-;  and 
to  a  siibstilutiun  of  the  [jrinciple  of  cooperation.  Tliat  tlie 
railway^  will  nM\\  \\elc"iiie  the  aid  of  ("o!iL;re-s,  acting  upon  the 
considc-ved  iudijnienl  .if  the  Interstate  Commerce  Commission, 
there  ^eenl>  {<i  In.'  no  <|uestion.' 


1  These  word*  were  in  type  befcirc  tlie  President'-.  prnclanialiMn  i>t  (lecini- 
ber  2ft  was  i-siu-(l.  placiiiu  tlie  railway  "^ystini  i.f  tlu  I'liitnl  Stat^^  iinilrr 
govenmirm  c.iiitri.I.     AinntKlix  K,  payt-  \V>.  c.iiitaiiis  the  pn  .clamatii 'ii  in  full. 


ADDENDUM 
The  Labor  Situation 

It  i-  iiii|>i)--.sihlf,  So  •'iiun  al'UT  ..iir  iiiir.-iiice  into  the  war,  ti> 
]ir<.'-cnt  ;iii\  a(le(|u;iti'  i)ii-tiiic  .f  ilic  I-Imit  ^itnatiim  nii  ilu-  rail- 
wa;.-.  I  .ai'k  i>l  lali'T  lia-  u^rlf  lii'tii  rc-~|).  Mi^il.lc  I'-r  tlic  laot  that 
ai:aiuiitiii;4' ami  -lati-iica!  iin-MnK  liavc  I'allcii  KoliMul  ami  iliat  no 
suiiuiiarizi'd  invM'iitaiii 'ii  i.l  ilie  wa.i^c-  aii<l  ini]il.  .yiin'iu  -itiiati'  n 
lias  Ik.x-11  i)m~-i1)1c  i",,r  any  ei  ■n.-idcrahlc  i^r^iij)  <■{  tairiiTs. 

Lull.!,'  l)t'i(irc  cur  cniraiuc  ml"  ilic  war,  rail\va\>  tr;i\  cr-iiit,'- 
iiianiii'acturin--  M-ctiuiis  were  iu>iii-  ilicir  men  t.>  munition  iil.int^ 
and  other  indnstrics,  some  roads  tnrnin-  their  meclianical  fi trees 
over  iwo  ,111(1  ilu-ee  lime-  in  the  ye;ir.  \\  aire^  were  steadilv 
risiii:;  and  the  i|ii;dity  mi'  service  was,  l)cc;iii-e  of  war  pres-nrc, 
ste.-idily  f;illin-.  With  the  in;m,Lrnration  of  the  draft,  the  situa- 
tion Iiecame  -till  nii.re  .acute,  iiuadin^  n.'t  only  the  mechanical 
force-,  hut  all  deii.artments  (,f  tlic  railwavs. 

Since  then  tlie  experience  ..f  r.aihvays  throtiirhout  tlie  countrv 
has  heel)  the  ^ame,  .a  CMU-t;nit  sfnn,'<jlc  to  hold  tlieir  orijanizations 
tofjctlier,  .and  CMUtinu.iii-  couce--ioii-  in  w.a.^re-.  I'lr'ner  inethod- 
of  ne.tjoti.ations  lia\e  heen  ah.andoncd :  thre.ateiied  strike-  o\  er 
iiii;!it  have  noce-sitated  adinstments  on  ,a  few  hours'  notice  to 
aviiid  the  ]ireakil;wii  if  the  ^ 'r-aniz.iti' 'U.  \'erv  coiisiderahle 
increases  in  watjes  rani^iiiL;  fmi-.  fifteen  per  cent  to  seventv-lue 
])er  cent  b;ivo  tn'-en  p1r'i-<^  in  f|i,>  (dri'^sfi  ,,t  tcleurr.phc'S,  i-tation 
clerk-,  platform  l,ahor  ,aud  the  like,  and  anionj,'  the  mechanical 
force-  waues  lia\e  soared  to  unpfecedented  hei.yht';.  One  of  the 
clas-es  that  has  received  the  largest  percentage-  "f  increase  is 
th.at  <i\  un-killed  l.aliMr, 

I\ailw,a\  switchmen  lia\e  ?.  n.ati^n.al  union  of  .about  20, Oi")*"! 
memhers.  which  has  Keen  active  for  some  time  in  the  matter  of 
\va,!,;e  dem.ands  l-'.arlv  in  \'o\enilier  the  union  formulated  a  dc- 
iii.and.   which   i-   still   in  ;!ie  ucl''  liation  sta^'e,   f' r  ;ni  increased 


Til  I-:  IN  I  i  i:i)  >T  \'n> 


65 


"i.a.yv  r;U(.'  of  tilty  |n.-r  iciii,  time  ami  a  li.ilf   I'ur  (j\ertiiiic,   am' 
I'han^x-,  ill  wiirkin-  rc^;!!  la  linn-  (k-sis^'iicd  tu  hcncrit  the  men. 

In  the  eiiKTyeniy  nearly  all  railways  have  Uirned  to  the  ein- 
i>Ii>\nieni  i.i'  wnmen.  This  ela-s  ni'  labu  lia<  ni  emir-e  alwavs 
been  lart;ely  in  ii-i.-  in  clerical  and  stcn'i,i;rai)liir  em|il  yment.  Imt 
even  .  these  capacities  it  ha^  been  materially  increased.  Hut 
it;  .ie  in  an  exiicrimental  way  has  now  been  extended  int-  lields 
liitlierti)  denied  tu  wumen,  such  a-  the  li-hter  mechanical  work 
i:i  shops,  and  as  car  cleaner-,  painters,  warehiui-e  clerks,  drauL;hts- 
nien,  and  c 'mnnin  labdrer-:  telegraphers,  despa.tchers,  siijnahnen, 
watchmen  and  brich'e  tenders;  -tnrer.inni  .attendant-,  scrap  dock 
employes  and  e\en  iti  -nine  I'cw  ca-es  -cctinn  L;an-  employes, 
althoii.,di  n  the  latter  ca-e  experiment-  ha\e  -h'.wn  that  ni  gen- 
eral the  work  is  too  hea\y  ii<r  W"men.     l-'m/db.   wumen  are  lieinu;' 


ticket  cl 


introdueed  into  work  ;i-  station  at;ents,  ticket  selk 

lectors,  attendants  in  check  rooms  and  i'-it'i.rm.ition  bureaus  and 

-imilar  emplovmcnts. 

They  are  receivinjx  in  ceneral  the  same  ]>av  as  men.  Their 
introduction  into  the  mechancial  forces  and  -iiuilar  ''uipkn  nient 
is  hampered  by  state  statutes  concerniiit,'  women's  labor,  by  lack 
at  jiresent  of  aileipiate  iiro\isi,  .n  f,,r  their  comfort  .and.  \^^lfare, 
ami  mure  ])artieul;irly  liy  the  opposition  of  traile  unions,  which  in 
ir.any  cases  i-  embodied  in  form.al  ac^reements.  While  there  is 
■-ome  dilterence  nf  opinion  amon^  opeiatiu;;  executi\'e,s  as  to 
their  relative  elTicieucv  when  compared  with  men.  the  prepon- 
derant opinion  is  that  thc\  are  ei|ua11y  efficient  and  in  mar.v  ca-es 
much  more  (^H'lcient  in  clerical  \\'>rl<.  rnid  tha^  in  the  h'"-hter 
mec'.innical  work  for  which  thev  are  fitted  they  are  when  trained 
a^  elTicient  as  their  male  couinetitors. 

Man\  ro.id-  h;ive  eslablished  -chool-  for  the  tr.ainin;^  of 
women.  panic:i!arl\  in  the  I'leld  of  le!e;jrapln-.  despatchiiv.;  and 
siLiiiabn;,'  and  the  prol>abiliiy  i<  that  if  the  war  is  prolonged, 
there  ''  >e  a  brachial  ,iml  increa  in  ;  -ub^titution  of  women  for 
men  ■  "C  clerical  and  h'-hter  maiiu.al  t,i-ks.  That  this  will 
rai-e  ;i  new  iiroblcm  when  ibe  war  end-  i-  full\-  apjireciated  Iw 
the   union.s. 


66 


W    \H     \|iM  1  M--  I  K  \  I  IdN    111-    iv'AU.W    \V; 


I  111'  l.in.,]-  |irMliK'iii,  s.  1  i':ir  a>  it  alTrct>  train  (iiKTalinii.  miu-crns 
it-cll  with  tin  aciuiln--  ,if  tin-  I'Hir  liii  ulu-rhni  kN,  whiih  iik-ludi.' 
ill  llirii'  iiniiiln|--hi|j  iii'arU  ill  .l"  ilu'  iiicii  in  llic  cla--!.'-  I'f  ln'ii- 
iiiiiti\r  cii^incnK'n  aiiil  liritiu'ii.  ii  nuliie-tiM-,  liiaKi'iiU'ii,  llai^mc-n 
and  "\\n-v  trainniiii.  a|:|ir.  iMmatniL;  ,v>i'.i'n<i  nun.  It  will  \iv  rc- 
imIIciI  that  a  iiatiMn-w  i(K'  -.tnki'  .if  ail  \hv-v  cnijili  im'-.  -el  t'nr 
l.ali.T  l)a\,  l''l(>.  wa-  .mly  aNt'ilril  li\  tlir  pa^^au".'  l'\'  I'ln^rt--^ 
tlnrt\-~i\  i,.inr-  earlier  df  ilk-  Ailani-in  I'iljIu  1!  ur  Law,  pm- 
\iilin-  that  t-i-lit  IiMnr^  -ln-nld  \<v  tin-  -taiidaril  .if  a  da\'>  \\(irk. 
with  ■iMTtnne  at  <.\\c  end  >i\  i'iL;ht  liMiir-.  and  thai  the  cxi^tin- 
-'an  l.ird  waL;e  tnr  the  innc  .  ir  trn  h- -nr  dav  shnnld  n^l  he  rc- 
<hu(il.  A|!|nal  wa--  taken  [■ ,  tin  ^'qinnu-  ("diirt  tn  le-t  the  eun- 
^tU'iliiinalU\  III'  the  aet.  With  tin-  veriaini\  that  the  I 'nited 
Stale-  v'niild  enter  llie  war  and  the  iear  that  if  we  did  ^n.  there 
tni::ln   l>e  nlwtaele^  ti.  the  allainnimi   .-f   their  .i;iia!,   the  hnithei- 

h I>  1:11    March   13.   withiMit    waitiie,  the  (leei--:iiii  ni  tlie  ennrt. 

renewed  their  iu'lii 'tiati-  ii-  with  the  railwa\-.  Meanwhile  the 
raihvae^  had  he.-n  keeping  tin'  reeurd-  nf  their  men  in  aeei  ird- 
anre  with  the  reiiihreinent  -  nf  the  I'ujlit  ih.nr  1 ..  \\ ,  -n  that  tlu-\ 
llli^ht  iiiin])l\  letriiai  ti\el\  ^hmild  the  i  mrt  n|ili -h'  the  law. 
The  deterniinatii'ii  'if  tln'  hri  itherhndd-  in  fnree  tiie  is^iie  in  ad- 
vance of  any  enifri;eney  wa-  clear  when  they  called  a  -trike.  wliich 
they  ijiiNtj. lined  fur  4S  hi  nr~  milv  at  the  -•  ilieilatii  m  ul'  a  ciiin- 
iiiiltee  i)f  the  ("mincil  nf  Vaiimial  Defence,  with  which  lln-  cmi- 
teiidiiiL;-  factimis  entered  tnt.i  ciiiference.  The  iintcmne  wa-  thai 
the  rail'.,  ays  yielded  their  iiii-itinn  in  tlu-  interest  nf  natinii.d 
fafetv.  and  granted  the  ha-ic  ci-ht  Imur  ila\  wiihniii  reference 
111  v\iiat  the  .'^npienie  i  mnl  iniLlin  (h'cide  \  fe\\'  hniirs  i.itiT 
■  m    Marcli    1'',    1"17.   the  n-nrt    upheld   the   law     i-  c    n-Ittntinn.-il. 

[fere  the  matter  rest-'d  c  'ii  X'nvemher.  wiui,  ilv  iiurea-in;; 
ei»i  nf  lixiiii^  and  the  wai;e  increases  heini,^  grained  in  nthcr  in- 
(histries  jirnduced  an  nnea-inesv  aninni,'  the  rank  n'd  file  'li  snine 
nt  tin-  tr.iinineii's  cr^jani/atinii--  which  it  wa--  ap;  aretitK  inipns- 
sihle  fur  the  leader-  tn  -npin-e-s.  When  it  hecamc  clear  that 
definite  demand-  im-  increa-e-  w'-re  heiiiL;  fnrmiilatcd  and  that, 
in  sjiite  nf  the  etTnri-  i\i  the  nfticial  federal  mediati  r.  a  cla-h  \va- 
impendiiiL:.  the   Tri-idi-nt   i  ailed  the  leader-  nf  the   fi  iir  hr.  ther- 


Till-:  iNiTKr)  SI  \Ti;s 


67 


li'M,(N   1111..  >-..nici-ciuc  .'11    X.iM.iiiI.iT  _'J.       Ilu-   ,,„i,i„.   i,ii,,niia- 
tiDii  i-diuiriiiiiL;  liu'  ri'-ullN  of  tlii-  n  .iikTL'in-i.  i-  c  mtaiin-.i  in  t  .\  m 

StateIlU'hl^.  ..|K-  III'   wllK-ll   \\,!r-   uiui'li   •Hit    Ip     till..   liI.illKTli,„,iU   -,11(1 

was  as  follows : 

I 'i*-'  ii"-''!  "li"  "ii-.prisr  ilic  raiK\a\  l.r.  itliiTli.  .  d-  are 
lli..i-. 'ii;;li  Aiiii'riiaii-,  iluTcf.  .re  liir\  \k-\k-\v  in  American 
>laiiilarcN  ..f  liviii-,  :m.'  in  . .  .inchu'iicc  ..f  iln^  rrali/c  that 
st;iii<lai(ls  of  pax  iliai  wire  i.'-ia!:li-.iK.(l  in  ]"!_'  ami  I'M.i  arc 
ina(lc(|iiato  i.i  nuit  |in.'-.ciit-ila\  \iv\i-v.  f,,r  loninioditic..,.  ami 
tor  tiiat  reason  are  ilcniamlinL;  ni  iiurfasc  in  iirosunl  rate, 
tliat  will  iiu'et  half  at  k'.aM  .f  ilir  iikrcaM'  in  ..■,  Kt  ■  ,\  th.'se 
thiiiL^s  which  th(..\    aiv  coiii|K.-llt_-.l  t..  jiiirchasc, 

Mh-v  want  t..  r.  .ij.rrati-  in  i-\cr\  i\  iv  that  is  at  .all  |u.s- 
sihlc  III  the  ~ii,\cs.ii,l  |.n.sivtiti..ii  .if'thc  wa,",  and  tin-)- 
tiillc  rcali/c  that  ihc  iii..st  sorion.  ihin-'  that  c.  mM  ...-(an- 
ihiniiu  iIh'  cndiu-t  ••)  war  '\.  nl.l  ho  aii\^  intcrrniiii.  m  ..f 
raih\a\  trails]),  .rtati.  m,  and  ilio\.  in  i-..n,nioii  with  liic  .^rcat 
li. 'd\  of  the  iiciplc.  are  ileteriiiined  to  d. .  e\erylhin;^  within 
the  ixinnds  of  reason  t..  axiad  siich   iiilerniption. 

r.cini;  fiill\  r.  .liversani  with  their  altitude  and  dosiie  in 
tin-  matter,  we  are  m  a  ]i'.siti..ii  \,,  -i\e  the  •;s-iiraiiee  that. 
il  the  situation  -h.iiild  ari-e  which  \o.iild  •'  reaten  the  in- 
teirn|.ti.>n  ..f  tr.insi.,  a-talioti  the  men  wh  .m  •,.  e  represent 
\MMil.l  he  more  than  wiHiiil;  t..  disciis^  and  consider  anv 
s..liiti.in  ..t  the  diriiciih\  winch  presented  itself,  doin^  so  in 
the  spint  of  p.atri.  tic  c.  >.  .per.al!.  m.  ,aiid  w..iild  iin.lonhtedlv 
c  loper.ate  with  the  -oxernment  to  the  utni.ist  e\t.?nt  in  ar- 
ri\in-   ,at   a    jiist,   e.|nitah'e.  .is   well   ,as   p.atrioUc  coiichisi(]n. 

Ihc  ..titer  staleii'.LiU  was  llu  I'resi.Icin's  m  ihe  elVeci  'iha,  he 
h.au  -ot  t'r.  .Ill  the  interxiew  ex.icllv  the  impression  coiivexed  h\' 
the  st.iiemetit  ■  i  the  he,:. Is  of  the  hr^  iherh.  mkIs,  n.iiiielv.  that  the 
men  wh.im  tlie\  represented  were  n.  a  inclined  t-.  ctitend  t'or 
an\lhin:j  which  thgv  did  not  deem  ne.ess.aiw  to  their  .  wn  niain- 
tenaiice  and  the  maintenance  of  llieir  familie-.  and  that  tliev 
would  he  williiiL;  in  case  an\  critical  sjtn.ati.  ..f  contro\ersV 
should  .arise  to  c.  .iisider  ,an\  pr.  .p.  .sed  s,  ,lution  in  :i  spirit  of  ac- 
conim...l.ati.  .11  .and  of  iiatriotic  purpose." 

On  .X.ceinher  1''.  the  Railroads'  War  i;...ard,  .in  hehalf  of  the 
railways  s,nt  the  f.  .How  in-  letter  to  the  President: 


68  X\   \k    MJMIVI^  I  K  \  I  l(i.\   ni     HAII.W.WS 

\\  c  i-iiiilirin  what  wi'  sai,]  t,,  _\,,u  this  tn'riiiiiL;  in  w\i]\ 
1m  y.'iir  iiiiniir\  as  to  what  will  be  the  attitude  ol  the  rail- 
rii.iiK  with  rf-poct  ti>  the  maitiK-r  oi  st-ttlciiu'iit  i>i'  any  clc- 
niaii(U  lur  iii;  rea-c--  iii  ]y,iy  nr  cliaiii^'c--  in  w(>rkin,i;  cundi- 
ticnw  which  diiriii;;  the  war  iiiav  lie  made  njMn  them  hv 
eiii|il()_\  es. 

Speakitij;  lur  the  railroads  today,  we  reiterate  oi;r  hehef 
ill,  and  ;^eneral  arceiitance  of,  the  priiici])lc  of  arbitration^ 
In  ihe  niidsl  ni  war  we  are,  hnwiver,  prepared  to  g^o  fur- 
ther. As  ni>  iiuirriijitaiii  n\  c-niitiniKd  r.iih-cail  operation 
can  be  tolerated  iiiuler  war  c  iiditiuii-,  we  are  read\-.  >hMiild 
;iiiy  crisis  now  arise,  tinre>er\  ed]_\  in  place  niir  interests  in 
the  hands  of  the  President  for  iimtection,  .and  tor  disiiosi- 
ti'>n  ,-is  he  nia\-  determine  is  nccc--;iry  in  the  imblic  interest. 

•  )n  1  (eceiiilier  1  the  MkUt  nf  Railway  ("oiidtictors  and  the 
Urotherhdi/d  uf  Railroad  I'r.iinnuii  pir~ciited  ]iractic.all\  to  everv 
rai!r"ad  in  the  ciiiiiitr\  :i  ileniaiid  for  increased  wa.L'es  approxi- 
niatiii.,''  f'lfty  per  cent  The  Ihi  .therhond  of  Locomotive  Fire- 
men .-ind  F.n-inenien  ha^  the  une-ti'-n  of  increased  wa^es  nndcr 
consideration. 

The  statement  has  been  repeatedb.  made  lli.it  the  bri  :tlier- 
boods  have  at,'rced  ii't  In  strike  diirini:  the  jieriiMJ  ,,\  the  w;ir,  but 
diligent  searcli  fails  t^  re\eal  an\-  aiith(~irit\-  for  this  ;i--eriion. 
The  leaders  ha\'e  been  careful  to  clothe  their  expres-ions  in 
words  .sufficiently  va-uc  to  permit  ;i  i,'cneroiis  elasticit\-  of  police. 
Tn  .iddition  to  the  statement  I'f  Xovcmber  22  alread\'  (pioteil  the 
only  other  official  statement  of  iioljcv  is  ilie  letter  to  the  !'re-:- 
dcut  on  Marcli  13,  in  which  thcv  said: 

We  are  eery  liop<rul  of  wcirkiiiL;  oiit  a  sati>-fact' .ry  ad- 
iti-tment  with  the  r.ailr  lad-,  but  if  while  we  are  ne,c;otiatin,£j 
our  country  should  be'-ome  in\ohcd  in  ■  :  r.  we  want  tn 
assure  yon,  a-  ('hief  !■>.  ectitixe  of  liie  n.ai  :,.  that  we  iiid 
tlie  member>;hip  we  represent,  can  be  relied  upon  to  support 
you  to  the  fullest  extt..,.  -...,1  that  yourself  .nd  the  nation 
will  li.-ive  our  hearty  ,-ind  full  support. 


This   letter  m;iy  have  cheered   the    I're-ideiit.  but   it   ccrt.ainlv 
was  no  jiledLji.-  to  avoid  a  strike. 


PART  II    GREAT  BRITAIN 


iLH;^- 


CHAPTER  I 


Organization  of  the  British  Railways  (or  Wa 


Mllilv    Ml'    ll 


llic   Iiiiii-li  ir.in~]Mirt 


uinii  --iriuinrf  under  u.ir  I'dii- 


<litinii>.   a>.  i-xmipliricd  ilnnn-   mat   ]i(.-nn(l  di'  the  war  from    1">14 


ti>    Ihr    ciid    ..f    I'l; 


InMnu- 

I.    1 


i.dls    intM   a    iimi:IaT    (jI    -nlidivisioii- 


I'.ui^lat ]'.(.•  ^ii|i-  kail 


III!"    up    {• 


■  \(.rnuk'nt  iDUtrol  di"  the 


■  rUHli   railway  >  lu  wai    tiiiR' 


li^torica!  df\  uli  iiiuu-iit   ni'  ill 


e  iir;;aiii/at!(Hi   in  w 


Iiicli   rail- 


pcratioii    was   a~-i.;;iKil  at    the   lie-iiiuiiiL;   of   hu>tililies 


i''U; 


I"itiaiu-ial  ai^n  euicnt  lielw<'eii  th 
under  wiiich  tl 


e  iv  \eniuient   and  the  r;ii, 


U'\   lia\e  lieen  dpeiatiMJ,  and  it-  >evera!  modi- 


luatii  111!- 


4.    I'riiMciu-.  e.  .niiened  with  rail\\a\-  lahur; 
tile  eii  ])In\!iK'iit   nf  wnuKU:  Hade  uninniMii; 


waives  and  hunuses ; 


I  iperatini;    eitu  ieiu\ .    e;'' inomk'^    in    operatidii    and    re-tric- 


imns  ni  trallic : 


'i.    Kate  elianL;e-,  freiijht  and  pas^ens^'er : 


•u^ani'ial  re-ujt-  nt  operatmn. 


'ireat    1 


riiani  an 


1  C 


■rinaiiv    went  tn  war  on   Ant;ust   L   1<)!4. 


r 


e.i^inniiiL:  at  l.':(il  am,  lai  \nL;'i-t  5,  nr  le^<  ilian  t\.iiiiv-four 
liiinr>  alter  the  f(trnia]  war  dei  laiatinii.  \  irtuallv  the  whole  rail- 
way vy^ieiii  ni  Creat  I'.rita'u  (  l^.u-iand.  Scotland  and  Walc.) 
was  iii'der  operaiion  a-  a  -ini^le  umt  iiy  a  central  Railway  l-".\ecii- 
live  ("omniitlce   vested   liv   the   -(.verninent   with   hroad 


powers 


Ih 


on  h\-  the  eovernnient 


rile  plan  and  form  of  control  wa-  decided 

;n    \iiL;ust   4  ■  tin    tniancial  a'^reement   underlxiiiL:  the  plan   was 


irked  out  and  settled  witl 


nn  ,-i  few  da\> 


The  official  annou'icemeni  of  the  liriti-h  Wr.r  Office  re:;ar(linL'' 
tlii-  e\ent  was  is>ued  on  Au^u-t  4.  and  read  as  follows: 

An  Order  in  Oounctl  has  heen  made  under  Section   It'i  of 
the  Rci,mlatioii  of  the  forces    \ct,  1S71.  declarins^  that  it  is 


^ 


/J 


\V\R   AMMI.MSIK ATIOX  1)1     KMI.U  \^• 


cxiwiliciit  tlnit  tlic  Kovcniiiieiit  sliould  have  control  over  the 
railroails  in  (ircat  nritaiti.  I'his  cnntrol  will  be  exercised 
tlirDiijiii  an  c'\(.'iiiti\o  coiiiinitlcc  c<imi)i)sc(i  of  genera!  nian- 
af,'crs  (p|  railwavs  wliich  ]\:i-  Ij^^n  farmed  lor  some  time, 
and  has  preiiared  plans  with  a  view  to  lacilitating  the  work- 
ing of  these  provisions  of  the  act. 

Ahliotiyih  the  railway  facilities  for  other  than  naval  and 
niiiiiar\  pur]><)ses  may  for  a  time  be  somewhat  restricted, 
the  ciicct  of  the  n-e  of  tlic  powers  imdcr  this  act  will  be 
to  ooordinaic  the  demaiuU  on  the  railwa\s  of  the  ii\il  coni- 
niniiit\  will)  those  necessary  to  meet  the  spivinl  ici|nirt 
nient^  of  the  .\":ival  and  Miliiary  Anthorities 

?dore  normal  idndni.ns  will,  in  flue  course,  he  restored, 
and  it  is  hoped  that  the  public  will  reco'^nij-e  the  iiecessitv 
for  the  siHiial  ronditions,  and  will,  in  the  ijeneral  interest. 
accoiiimod.itc  tliem-cKe^  to  the  inconvenience  invobed. 

The  kail\v;iy   lv-;ecMti\e  Committee's  own  aniiomu'ement  was 
as  follows: 


in  view  of  the  aiinor.ncemem  made  that  the  '^overiinient 
lia\e  taken  over  the  control  of  the  railways,  it  is  desirable 
that  the  imblic  shoidd  nnder-tand  exactly  what  ihi-  means. 

The  control  of  ilir  railways  has  been  taKni  o\er  !i\  the 
government  for  the  i)urpose  of  ensnrin;,'  that  the  railiiay-. 
locomoii\es.  rollin-  ;,toe-k  and  staff  .shall  be  used  as  one 
complete  miit  iii  the  best  interest  of  the  state  for  the  move- 
ment of  troo]>s,  stores,  and  food  supplies. 

The  necessity  for  this  action  must  at  once  become  ap- 
parent when  it  is  realized  that  certain  norts.  through  which 
the  bulk  iii  oiir  food  snnniies  enier  this  conntrx-  mix-  bt- 
closed  for  the  jmrpose  n\  snch  food  snpplies,  and  in  tliat 
event  the  rolling^  stock-.  Incnmntives,  etc.,  in.iv  hn'-e  to  be 
di\erted  to  (.tbor  lines  f.  i-  ibc  jinrposc  of  ser\int,'  other  ports. 

The  -l.ill  on  e.acb  r;iil\\a\  will  reni.ain  nndii-  'lie  -anie  i  >  ii- 
tml  a~  heretofore,  .anrl  will  receive  their  in-tr;;  'ions  throiii^h 
the  same  channels  as  in  the  past. 

'  >n  beh.alf  of  the  ,:io\erinnent.  the  lonlr^l  <<i  the  railu.avs 
i;i  Great  Britain  has  been  vested  in  a  romniittee  composed 
of  i^cneral  tn.anai:ers. 

Th'»  official  chairman  of  this  eominittee  i~  the  president 
oi  the  r.onrd  of  Trade,  and  the  actin^^  chairman  is  Mr.  H.  .\. 


(;re  vt  iiKi  I  \i\ 


r.< 


W  .tlkci ,  j;cncral  niana-n-  ..i   ilu-  |,,„l„„  aii.l  S.nitli   VVest- 
iTii  Railway. 

The  railway   secaian    i,.  tl.f  r,„„initt(T   is    Mr    Gill^rt 
3.  Szliimpcr. 

We  are  ..ffiriallv  a.lvi.ci  tliaf  in  ,,r.lcr  to  .trivc  due  elTect 
t..  the  instrtR-tions  rcveivol  im,,,  the  War  Ofna-  an.l  \(1- 
•n.ralty  i.,.  ihr  ^,n^,.„K■nl  ,.,  ,r, ,.,,,.,  ^t.-..  ,t  nmv  he  nca- 
sary  tu  .liso-miiaic  al  slmri  n..t,ce  a  portion  of  the  adver- 
iscd  service  or  to  clr,se  certain  of  tl,r  lines  ai^'ain^t  ..nlinarv 
tralfK-.  In.ier  llu-se  rircnn,-.tanc.>  no  rcspnnsihil.tv  can  he 
.iccei.tcd  l„r  anv  delay  ,,r  l,,>;s  that  niav  arise. 

Three  qnestion.  present  themselves  f,.r  ,  onsi.leration  ■  Fir^t 
..nder  what  law  nr  MTio  of  law.  was  this  action  of  the  Hritisl, 
Ruvern.nent  p^:..,!.!.-;  m-c.uI.  u  hat  were  the  hist^Tv.  cmip,  ,.;,i,,„ 
and  p.wers  ,-,  the  central  Railwav  h:Necnt,ve  r,.:nn,ittee  ■  ihird 
^^''■"  l">niic,al  ,md  other  arran:;en,ents  ,l„l  ,1,^  ,.,ver.rnem  ,„ake 
with  the  railways? 

I"  attempting  to  an^ver  thcM-  three  :p,es,„,n.  ,1,,.  eMr-„,r- 
dmar,  tart  at  .-nre  emerge,  that  nnder  K'islation  existent  'on- 
I'clore  the  uar  the  L'nvernment  had  power  to  take  over  the  rail- 
wav. Ml  time  ni  emer..encv.  that  the  law  even  sp.rifu,]  the  ..en- 
.■>al  terms  nnder  which  the  ^tep  shn„ld  i^^  ,ake>i.  ,md  ih  ,t  thc^n- 
-trmnem  of  control  ntili.ed  in  l')14  hv  the  cvucrnme-n  -the 
K'adwav  h.verntive  (V„nmittee-had  heen  in  existence  for  .nme 
year-^.  The  three  onesti.-is  ^^,ll  h.  uln,  „p  in  ,n,n  durm..-  ,l,e 
remainrh-r  nf  thi.  chapter,  and  snhjected  to  detailed  (!iM-„ssin„. 

•  '^,-,...ui auKii     iriiipinsereo     the 

I'.nti^h  -nvernmem  lo  tahe  ^  er  the  ra.luavs  was  a  serie^  n."  ac. 
va-e.l  hv  Parliament  (>..,!  18-l_'  t.  ISSS,  ,he  mo.f  impnrtant  of 
the  sene-  hem-.r  t^e  Rc-nlat'.^i  nf  ,h-  Knrce.  Act  of  1X71  The 
h"dv  throni;!,  ^^hich  the  ^n.vernmem  ha,  nperatcd  t!v  roads  a, 
:■  MTi^de  unit  is  a  Railwav  l-xective  Commiftee  whollv  comprwe-l 
oi  radway  officials,  so  far  as  actual  working  personnel  ,.  con- 
cerned. 1-nder  the  law  the  -,  .vernment  .vas  reqnire.l  to  render 
the  radways  full  comix-nsation  for  loss  or  ininrv  sustained  he- 
cause  nf  government  operatif>n  and  control.  This  rerpu'rement 
was  met  l,y  a  vohmtary  mutual  agreement  hetween  the  govern- 


MICROCOPY    RESOLUTION    TEST    CHART 

ANSI  ond  ISO  TEST  CHART  No    7 


1.0    1S«-  I- 


l.l 


13.2 

136 

■  40 


Z5 

ip_2 
2.0 

1.8 


1.25    III  1.4 


1.6 


^     APPLIED  irvHGE     Inc 


74 


\.  \i;    \i>M  i\  i-- ,  i(  \Tlii\  III    i;  \il  w  \ss 


iiRMil  ami  tlu'  rail\\:i\>  li\-  wb.uh  i!ii-  l;"\  <.Tiiini'iit  tiinlertiiok  to 
luaintain  tlu'  lU'l  iiuiunr  ni  llic  ri'ail-  at  the  -aiiio  k'\cl  a^  dnriti:,'' 
the  iinrmal  prfind  ju-t  iircrciliii^  tlu  way,  while  thi.  railways  i>n 
tlicir  ])art  iint  miK  wvic  Lxpectcd  tn  r\in.-(htc  all  niihtary  trattk' 
and  til  -uliii!  dinatc  tlu'ir  nrdinary  ai'tr.  itii.'-.  wjinlly  and  iiiiri.'- 
ser\edl_\'  tn  the  (.■xim'iuii-^  ni'  iiiiliiar\  lUfiU,  I'lit  al^n  aiireed  t;i 
hatidlf  all  L;iufni;iU'iit  tralVii.-,  nt  wliattwer  natiiri'  nr  extent,  free 
of  eharj^e.  Ki-dnred  tn  its  simplest  ternN,  we  nia\  lei^ard  the 
I'lritish  s\  stein  nf  rail\\a\  adniiiustratii  iii  nniier  war  ii  iiiditii  iiis 
as  a  metinxl  nf  simpliticd  and  uiiitied  |)rivale  operation  under 
f,''o\t'rntiient  eonlrol,  with  the  inte'.'rity  of  railway  net  income  as- 
sured li\    i;M\eniment  miarantt'e, 

'I'o  j^ret  tile  iKstorv  nf  the  lei;i~iat;on  yrailtini;-  the  ]iowers  and 
s|ieeif\  ini;  the  terms  under  whuh  the  Uritish  u:o\ernmeni  tmik 
(•\er  the  railwavs  in  I'M  4.  we  mn»t  l^o  liack  tn  ihe  early  \'ie- 
turian  period.  Seetinii  J( '  of  an  \et  nf  I'arlianu'nt  ni  liil\  3(>, 
1842  (5  and  (i  \'ict.,  (  ap.  55).  ])ro\  iilin^;  fnr  the  lietter  re.L'iil;',- 
linn  of  rail\\a\s,  and  for  the  cnineyanee  of  lron|i~,  made  it  inan- 
(latnr\  on  the  d.ireclors  of  an\  radwa\  tn  mo\e  oftieers  aitd 
solc'iiers.  to.i;ether  with  their  ha^.Ljaye,  stores,  .amis,  .ammunition. 
etc.,  "at  such  |)rices  or  upon  such  cnnditinu^  a~  ma\  frnm  time 
to  time  he  cniitracted  fnr  hetween  tlie  secretar;.  i>i  w.ar  and  such 
r.ailwav  cnm]iaiiies."  I'lie  phr;ise  just  i|unted  is  siiiuificant.  for 
it  indicates  th.at  the  tr.an-.|inrta:inn  service  was  in  he  rendered 
under  a  volnntarx  .and  mutu.al  mutract  iie'weei!  the  railw.ays  .and 
the  i;n\ernment.  It  ni,a\  ,  therefnie.  he  rei^.ardeil  .i~  the  -t.artin;; 
point  for  the  series  of  leL;i-lali\e  -teps  that  led  iiii  tn  ihe  re\  nlu- 
tii>ii.ir\  change  nf  Aiii^u.st,  rM4.  in  the  relation  nf  i'.ruish  railw;i\s 
to  tlie  1^1 1\  ernmeut. 

The  act  of  1S4J  w;i~  hroadened  two  years  later  si,  as  tn  ^iijecify 
the  maximum  r.ates  under  which  olTiccrs,  soUher-  militarv  hac;- 
ga^e  and  milil:ir\  stnres  should  he  cnii\e\ed,  .aUhnmh  thrtt  act 
applied  onlv  to  railways  whose  charters  should  1r'  granted  or 
amended  /;;  the  fiituiw  The  maximum  r.ates  imjinsed  h\-  this  act 
of  1844  I  7  and  8  \'ict..  Cap.  85,  Sec  \2)  were  as  follows;  fnm- 
niissioned  nttii  .ts,  tn-~t-cl,a~s  p;is.;iL;e.  Iwnpence  jiermilc:  SMldiers. 


riRKAT   l:K'l  I   \I\ 


/.■> 


OIK-  pi-nii)  \>vv  iiiilr.  ••„,  nirn;m(,->  vJiicli  -hall  lie  |.i-MM,i„I  uuh 
>cat-.,  with  MiiVicK-iu  ~\KH\'  iMi-  tliu  rras<,iialik'  ace.  .unii.  .daii-ii  ni 
tlK-  iiiT>(.iis  i-(,ine\c(l,  aii.l  \>.iii.-Ii  .hall  In-  pnitrciol  a-ain-l  the 
l)ai;-a;'f.  nur  liall'~|uMiHy   |n'i-  piuiiul    (  aip;   dx- 


w  catlier"  :  excels 


laii'-i-  I  :   ■Miliiar\-    -(..la- 


.  anii~,  aninmiiuii  >ii.  vie.  t\\M|,c-!ua'  per 
I'll  per  Miilc,  -'ila.  a--i^'.aiua-  n\  \hv  military  .n-  ,,tlicr  forces 
ln-in--  L;i\fii  ill  I(ia<liiiv,  aii.l  niili -aditi^," 

I'lK-e  a.N  ,,1  1S4J  and  1  S44  iiia>  l,c  rc-anle;!  a^  pfM^rc-ive 
MI.-11-,  ti.wanl  .poial  irealnn-m  ,,i  rail\.av<  under  'var  c..ndiiiniK. 
Ill  thai  the\  rec..^iii/ed  iiiihtar>  trartu-  a-  a  preierential  form  n] 
iraiNp.inaihin  1,„..,,k...  ;„„!  aKo  p^n.;;d,..l  thai  it  .h.nild  he  car- 
ried at  -pccial  rate-. 

l-urllier  iv,  i-ioii  of  niih';ar\    fare-  wa-  made  Jn  Uie  -.  i  called 
Cheap  Tram.   Act   ,.f    \u-i.i   _'(l,    ISS,^    ,40  and  47   X'ict..  Cap. 
.i4).     Seclinn  (,,  entitled  -C  .meyaiice  .  :f  ilu-  (jneeirs  force,  at  re- 
duced  rale-."   laid   d. .» 11   ceiaain    re^ulatiMi.   a.  to  the   kin.]   and 
da-,  ol  .ev,  ice  to  In-  rendered  In   the  railwav.  in  military  iraiN- 
1"  "■'■""'"■   :iii<l   re\i-ed    the   rale-   lo  he  char-ed,   a--    follows;    for 
oincer-,  soldier-.  aii<l  their  <lependent-.  three-fourths  of  tlie  rci^ii- 
lar  ]iasseii-er  rates  np  to  15m  persons,  and  one-half  for  all  over 
1511;   personal   ha--a.ue  to  he  carried    free   up  to  certain   limits. 
excess   uei-hl    t,.  he  chai-ed  at   tuo-thinU  of  ihe  re-nlir  rates; 
militar\-  store-,  s.-mie  rates  .a-  imd.-r  ihe  act  of   1,^44   in-t  cited. 
The  most  important  step  in  tin-  proc^-s  of  en'an;in-  niilitarv 
o>ntr  4  over  the  railw.ix   svstem   <Aa-  taken  in  ihe  Re.tjiilation  of 
the  I'  .rces    \ct  m   ISri    1  ,i4  and  .C-  \-ict..  Cap.  Sh).     Section   If,' 
l.rovided   that   in  ease  oT  emer-eiux    the  -ecrctarv  of  st;uc  conid 
he  authorized  :,v  an  order  in  council  to  empower  an\   person  or 
per-^oiis  to  take  possession  of  an\    railroad  in  the  Ihv'ted   King- 
dom, to  Use  the  same  -'at  siudi  time-  .aid  in  snch  manner  a-  the 
-ecretarx-   of    -tate   mav   direct:   :md    the   direct. irs.   ..fiieers.    .r.-,,\ 
servants  ,.f  anv   snch   railr.ia.l   sh;  II   .  ,he  v   tile  directi..ns   .,f   the 
seeretarv   ni  st.ite.  '      .^nch   warrant    c.iild    n..t   he  drawn    f.>r  a 
l..n-er  peri. id  than  .me  week,  hnt  was  renewahle  -from  week  to 
week  as  l.-n-  ;is.  i,,  the  ..pini.m  .if  the  -ai.l  -ecretarv  .n'  -tate.  the 

'  The  full  text  ,.t'  tiii-   -ecti..!!  will  l.c   f.ain.l  in  .\p|K-n.li\   H. 


76 


WAR    \I)MIM-I  R  \TlnX   or   RMI.WAVS 


uiiifi,m.-iu-_\  (.•i.niiii"e-."  Ii  i-  iv  acw  ortli  y  that  this  cnicruciicy 
need  iint  lie  a  iiMli!ar\  ci'kmijcih}  ,  the  lat],i,'iia.i;L-  la"  the  act  I'finLr 
as  follows : 

W  h(.-ii  ht-T  iiiajc>t\',  \>y  order  in  council,  declares  iliat  an 
eniergencv  lias  arisen  in  which  it  is  expedient  for  the  [nihlic 
service  that  her  majesty's  f^^jverninent  should  iia\e  control 
over  the  railroads  in  the  I'niteii  KiiiLjd' nn,  or  any  of  them, 
etc. 


r 


There  was  ;i  later  act,  called  the  National  Det'ense  Act  of  1888 
{h\  and  ?_'  \  ict.,  .\ui:u-t  1,\  ISSS.  Cap.  M),  which  ,£;ave  the 
governnicut  priority  po\vev^  nnder  cineri;enc_\'  conditions,  that 
is,  power  to  dictate  t^  the  r;uKva>s  what  precedence  should  \x 
Ki\en  to  spccilic  kind--  of  trariic.  The  pro\isinns  of  this  act 
were  not  called  directly  into  p!a\  in  1''14.  for  the  i-iailway  I'xecu- 
tive  C'oinniittee  hv  the  tenns  of  its  appointn'ent  and  desii^nation 
n;ul  power  to  dictate  priority  of  shipments.  In  brief,  a  series 
i)f  ii-irliamentary  acts,  extendin;,'  from  l^^-^_'  to  iSSS,  hail  laid 
the  foundation  for  the  .troveri  mental  anthoritv  nnder  which  the 
railwavs  were  taken  o\cr  in   !''14. 

The  second  (|ucstion  relate-  to  the  development  an<l  ''omposi- 
tion  of  the  Railway  FxecutiM'  Committee  to  which  the  war 
o]K;ration  of  the  British  road-  w.is  entruste'l.  .\s  to  composi- 
tion, all  but  one  of  the  nieniDers  of  this  committee  were  (general 
manaijcrs'  or  other  chief  executives  of  important  roads  of  Great 
Britain.  The  exception  was  the  nominal  (^r  ex  oiVicio  chairman, 
who  w.i-  the  president  of  the  I'.oard  of  Tr.ade.'     These  tiener.al 


•The  nciioral  maiiasior  of  a  Briiisli  ra'lway  currosii.tii'l-  to  tlii'  railway 
president  in  the  United  States.  Ho  is  tlie  chief  execntivc  and  oporatinK 
nfficiat  and  is  resp"nsihle  to  his  li.  ard  of  dirctlors  for  thr  -ncccs  of  each 
year's  niuTations. 

=  Tlie  British  Board  of  Trade  is  a  «ovri  iinunt  liody  rniiKhly  corrispotKhiiR 
to  the  Uniteil  .States  Oepartmcnts  of  Cnninierce  and  of  Labor.  Some  of  its 
duties  are  to  collect  traiie  statistics,  issue  patent-,  maintain  standards  of 
weights  and  measures,  register  railway  and  other  joint  stock  companies,  and 
administer  certain  industrial  laws.  Throutlli  its  railway  department  the 
Board  of  Trade  has  certain  powers  of  control  over  the  British  railways. 
The  president  of  the  Board,  whose  formal  title  is  .'secretary  of  State  for 
Trade,  is  a  menilier  of  the  present  cabinet. 


(IKF.AT   I!RI  r  \f\ 


77 


m.iiia,L;vf-.  witc  hr'I!  \\!p.  h.nl  alrt-U'ly  i^rMM'd  thcm-clvcs  htted, 
llir(iu,i;h  Innn-  years  (.f  railway  tiMit'in-,  t^  liandle  the  o])erating 
and  trai'fic  prDlileiiis  .if  thfir  rosixctivi-  lim's,  and  could  cciopera- 
ti\fly  cnntiniK-  t^  niaiiiiain.  and  ii'  pMSMi)!).'  increase,  siicli  effi- 
cicnry  as  had  ah'cad'  Keen  altanici]  under  pcaci-  conditions. 
I-"urtlK-rninrc,  tiie  cr.inniittcc  was  in  existence  prior  lo  the  war 
and  its  nicmher^  were  already  familiar,  to  -onie  decree  at  lca~t. 
with  the  nature  and  .-c ipe  of  their  dutie-.  In  addition,  they  were 
all  luciiiliei--  (if  the  l'.ni,nneer  and  Railwav  Volunteer  Staff  Corps 
of  tlie  liritish  army,  with  honorary  niilitarv  titles  and  rank. 

The  history  ami  development  of  the  Railwav  Plxecutive  Com- 
mittee is  briefly  as  follows.  It.s  immediate  predeces.sor  w;is  the 
\\'ar  Railway  Council,  created  in  1?!%  and  dcsii^ned  tr  act  in  an 
ad\i<r)ry  capacity  to  the  luii^'ineer  and  Railwav  \'olimteeer  SfalY 
Corps  of  tlie  army.  This  U'ar  Railw.ay  Council  comprised  the 
deputy  (H'.artermaster  L^eneral  as  president,  six  railwav  nianaijers, 
one  lioard  of  Trade  fu^^pcctor  of  Railway-,  two  members  of  the 
F.n.i,dneer  ,aiid  Railwav  X'oluuteer  .'^taft  Corps,  the  deputy  assist- 
ant (luartemiaster  general,  one  mohilizr'tion  officer,  two  naval 
otncers.  and  one  ofticer  of  the  Royal  Ensfineers.  Thus  the  Coun- 
cil consisted  of  fifteen  members,  six  of  whom  were  railway  refv 
rescntatives.  while  nine  represented  tlie  anny,  navv,  and  other 
branches  of  the  sovernment  devoted  to  military  activity.  The 
duties  of  the  Council  were  to  advise  the  cfovcrnment  rei^'ardin.s^ 
military  rail  transportation:  to  dcvi.se  tnohilization  schemes  both 
conerally  and  in  detail,  in  cooperation  with  the  railways  affected: 
to  draw  up  rei,nilations  for  trorn  novements,  and  to  arran.ije  for 
the  |)rovision  of  sidini^s.  platforms,  and  other  such  facilities 
needed  in  trorip  transport.uiou. 

In  I'd 2  the  \\-ax  Railway  Council  was  superseded  bv  the 
"i\ail\\;iy  I'xecutixc  ("<immittee."  wliirli  u  as  or^.auixed  :is  a  i^rotu) 
of  railway  managers  who  .se-ved  as  a  link  between  the  army  and 
the  railways.  Before  the  war,  dealinpfs  of  this  crroup  were  larcelv 
with  the  F.iic;iuccr  and  Railw;iv  \'olnnteer  StatT  Corps,  nf  which 
thev  were  in  fact  members,  and  with  the  Director  General  of 
.Military  Tr.Ttisport.     The  Fntrineor  and  Rai!wa\-  \'oluntcer  Staff 


!" 


/"?« 


WAR    \I)MIN"I>IR\TI(1\  (11'  KMt.WW: 


CorjJS  had  lieuii  ors^aiiizcd  in  18ii5  a*  a  teclinical  iiroup  of  railway 
officials,  t'lij^iiu'ers.  and  larj^'c  i-'Htrartciv^.  \vli>i  were  ii>ual!\'  yfiveti 
li<iii(irary  ciiiiinii>-iiiiis  a>  liciitcnaiit  c>>li.!U"l>  in  llu'  i'.riti<li  army. 

riu'\  wi'rc  kiinw  11  uiMUTal'iv  ;i-  tiic  ixailway  Staff  tiir]K,'  .ind  inr 
\o.ir-  iirccfdim;  liic  war  liad  liccn  fn'.;ai;cd  i-d, ijici:iti\i'ly  witli  tin.- 
\\  ar  i-Iailwav  (.'imikil,  and  witli  ii«  -norc^M ir.  tlie  Uailwav'  l-".\an- 
ti\  (.■  (  iiiiiiiiiiti-t.-.  ill  wiirkin^  nut  plan-  and  iiiciIumK  fur  tlii.'  rai!v\a\ 
-tM\  ice  ill  time  "i  w  .if.  Tiic-c  plans  d  inlcniplatcd  tin-  niiil>ilizati"n 
.it  tri)i)])s,  thfir  transj)!  rtatinn  tn  pMints  "■'  emharkatidti  i'"r  f'lr- 
fii,'n  t'xpeditinnary  ]iur])(i-c>.  x<i  trainitii,' camps,  or  tn  cnticemrati'in 
jiiiint--  williiii  llic  ciiuiitry  tu  repel  iina-iiiti,  and  the  bandlinu  "i" 
military  ini]icdiiiiema  and.  >np])lie>  in  \\liate\er  ipiantitie>  >linidd 
he  fdtmd  necessary.  The  i)lan-  were  wnrked  out  in  ijfrcatest  de- 
tail, were  ic-ted  .ill  a  -mall  -cale  at  ;inii\  manen\res.  and  were 
modified  fi'im  time  [><  time  in  accord;mce  \\ith  the  dictates  nt 
e\]>erience  or  stud\'.  l"or  several  years  before  the  war  oiieratini,'' 
r;tilwa\  I'xecutixe-  frnin  time  t'l  lime  received  -ealed  <  .rdcr-  cii\- 
erin.i;  niiMiilizatiiin  -clicnk-  in  dei.ad  ;  ihe~e  lhe\  were  in-tnuted  t" 
Ia\  away  nni'peiied.  (  )n  the  'iithreak  .if  war  these  order-  he- 
came  autiimatic,all\  etfei'ti\e.  \lih'aiL;h  the  demand-  'if  thr  war 
on  the  I'.riti-h  rail\\a\-  li,a\r  hceti  n\an\  times  i^reater  than  conlil 
pii--il)l\  h.aicliceii  f' .ri-i  eii,  ^r  lliaii  w  ere  pri  i\  iiled  i'M"  in  e'en  the 
maxinuim  limit-  'M'  the  earlier  mohilization  plan-.  \et  i*  i-  the 
general  te-liniMiu  .if  con.peteni  nh-erver-  thai  the  j.l;m-  ha\c 
proved  -nflicientU  ela-li'-  t'l  meet  .all  the  needs  ..f  the  pre-ent 
-\  stem  uf  warfare. 

kr.im  the  time  .if  the  "ru.anixatinn  .if  the  Rai!\\a\'  Rxecntixc 
rnmini'tee  in  I'MJ  imnl  hi-  death,  .^ir  l''r.ank  Uee,  i;eiicr,al 
m:m;i;:er  nf  the  l.^ndi  n  ami  \'.  rlh  We-tern.  w::-  ;n'tinL;  ch.aii-- 
m.aii  .if  the  ciimmittee.  Thi.'  iinniinal  chairm.an  frum  the  he- 
yiiinini;"  u.i-  the  pre-idenr  •■•:  the  lioard  nf  Tradv  Mr.  Ree 
\\,is  -luceedid  h\-  llerln-rt  \.  Walker  nf  the  LmidMn  and  .^nuth 
W'e-teni       The  li-I   of  memher-  .if  the  coininittee  as  orsjaniztd 


'  Tin-  l\':iilu:iy  Statif  C"nr|i<  -I'liiK  tu  liavr  m.niiitaiiu il  it-  <  \ist<'tico  -inco  the 
war,  apiiiiintments  tieinc  inade  to  it  from  time  to  time,  but  for  all  practical 
purpose-  the  work  for  the  accomplishment  of  whirti  the  Corps  was  organ- 
ised is  licing  carried  on  h\   the  Railway  I'xecutivo  Committee. 


cur.  \  I    l;HI  I  \IN 


79 


fiT  war  -(.•r\  u-f  wa-  ami' iiim-i'd  li\  ilii'  r,nii-li  War  UtVuc  .  .n 
Ati^u-i  4,  r»14.  >iMiir  I'liauijo  an<!  aiidiii^iH  were  Mia.lr  iii 
till-  Ii^l  alhf  llir  tir-t  aiimninct'iiK'nt,  l(riii,i;iiii;  the  mitiilitT  ii]) 
fmni  cU'M'ii  til  huirtft-ii.  William  l-.-rhe^,  -(ciKTal  iiiaiiaucr  of 
tlif  l..in,l,,ii.  r.ri-luMii.  ami  Snmh  (,  ..a-i  Kailwav.  was  adik'd  to 
tin-  fommitU'i'  witliiii  a  t'ou  dax-.  Cm  (altliriii)  succeeded  Sir 
Rohert  Tiinihiill  as  L^eiicral  i!iana!,'er  .  f  the  !..  mdoii  and  X'orth 
Western  Kailuay  on  I  )ctMlicr  5  l'M4,  and  t.-.k  liis  place  oil  the 
ciuiiniittee.  i  ietiry  W  .  'idiurntdii  m"  tlie  ( ireat  l''astcrn  Kail\\a\-, 
an  American.  jMiucd  the  comnattee  mii  liehali'  ^i  his  riiad  Idin 
A.  !•'.  Asinnall,  general  manaL;er  ut'  tlie  Lancashire  and  N'ork- 
shire  Railwaw  was  in  ( iernian\  at  the  time  cf  his  a|ii><iim!nent 
and  was  held  a  pris.  iiht  .if  war  from  \ui;iist  17  to  Septemher 
2\.  1''14,  Dnrini;  this  period  liis  assistant.  Arthur  Watson. 
s"r\ed  in  iiis  stead,  and  was  Later  made  a  |KTmanent  niemher  of 
tlie  committee  aloiii;  with  his  c-liief.  A-  to  the  nominal  chair- 
man. J.ilm  Ihtnis  w;i^  president  of  t!u-  Pxi.ird  of  Trade  a!  the' 
.mtlireak  of  the  war.  and  hecame  autoinaticalh  cli.iirman  of  the 
committee.  e\  ofticio,  Iji^  resi^'iiation  from  the  cahinet.  a  few 
da\s  later,  was  followed  hy  the  appointment  of  Walter  Ruiici- 
man.  who  tlm-  hecame  iiomina!  chairman  of  the  committee.  He 
was  succeeded  earh  in  l"l/~  hy  .>ir  \lliert  II  .St;mle\ .  manauinir 
director  of  the  I 'nderjjround  I'.Iecrric  R;'.ilw  :i\  ■  of  London.  Iler- 
liert  .\.  Walker  of  the  1  ond,  in  :md  ."^outh  W.-sn-rn  I\ailwa\  has 
ser\ed  as  acting;  and  acti\e  chairm.an  from  the  l)ei.;inninL:  rLiwn 
to  the  |>resent  time.' 

Thus  the  Wi.rkiii!.;  makeup  of  the  Committee,  attu"  the  sc'\(.'ral 
chatiLTes  outlineil  al>o\'e.  is  the   followinir: 


(  XTicial  I'liairmaii 
Actiiiij'  chairman 


Sir  Allien   II.  .'Stanley.  e\  nfhci- 
Sir    !L    .\.    Walker.    London    and 
S.  .nth  Western  Raihi.ax 
Donald  .\.  Mathesoii  (  aledonian   I\ailwa\' 

Sir  Sam  I"a\  i  Ireat  i  entral  i\:nlwa\- 


1  Mi->srs.    W.ilkn,    l',irl,r>.   ,iinl    I".    11,    Dint    li-.vi-   In'on    knlKlitod    since    the 
bcjiuininy  ' 'i  tiie  war. 


■-l|l>H| 


80 


W  AK    VDMIMMK  MION  KMl.UWS 


ll'.'iiry  \\  .  'I'l:nrnl'>u 
C.  1  i .  1  'cut 
Frank  pDiter 
John  A.  F.  Aspinall 
Arilnir  Watson 


Guy  Caltliic]) 

Sir  William  Forbes 

Sir  Giiv  Granet 


drcal  Fa>tcrn  Railway 
Great  Xorthern  Railway 
(ireat  Western  Railway 
Lancashire  and  Yorkshire  Railway 
Superintendent,    I.ancashiic   .mil 

\'orkshire   Railway 
London   and    Xortli    Wc^li,'!!:    Rail- 


London.   lirij;liton  am!  South  fi.a.-t 

Railway 
Midland  Railway 
Sir  A.  Faye  Rnttcrworth    X'orth   I'.astcni  Railway 
Sir  F.  H.  Dent  South    La-icrn   and   Chatham    Rail- 

way 

Willi  the  c\ccptii>n  of  Suiicriniciideiit  WatMHi  of  ilic  Lan- 
cashire and  ^■i^I•kshirc  l^ailway  the  aciivc  committee  is  compo-ed 
whollv  of  raiiwa}'  ;j;encral  maiiai^crs,  who,  in  addition  to  their 
work  on  the  committee,  arc  rc-poii>il>le  for  the  mana^'enunt  and 
operation  of  their  re^pectixe  i  ,-iil\'.  a\ -. 

That  the  Railway  Lxecutiw  I'ommittee  is  a  representative 
body  mav  be  jiidL;ed  from  die  fact  that  the  road<  directly  repie- 
sented  <iii  the  committee  opeiaie  more  than  IrJ'tH)  milcs,  or 
al>oiit  three-cjuarters  of  the  entire  steam  railway  mileage  of  Great 
P.ritain.  The  committee  has  ijcneral  control,  of  course,  over  the 
operations  of  all  I'.ritish  roads  whedier  represented  by  member- 
ship on  the  committee  or  not.  The  followinj;  tabic  .L;ives  the 
milea.ije  operated  by  liritish  railways  in  the  aggrcijate,  and  by  the 
roa(K  rejircsentcd  on  tlie  K'ailw ay  F.xeciitive  Conimiltee.  on 
December  M.  1''15,  the  Iat(  i  datt-  for  whiih  rcinnis  are  avail- 
able fiom  the  i'n.L,dish  RaiK\:i\-  Near  I'look, 


(iREAr   HKITAIN  ^! 

Miles 
opi rated 

(ircal  r.ritaiii  (al-X'Ut  i iO.'iK) 

Caledonian 1 . 1  IS 

Circat  (.cntral    780 

Great   l^a-icrii    1,191 

Great  Xcrihciu 888 

Great  W  extern 3.02'> 

Laneashirc  an<l  ^'|>t•k>lliI  e <it>l 

London  and  Xnrtli  Western J.UO'' 

L(Mid"n  and  Snulli  \\'e>tern 985 

London,  r.ri^ht'in  and  Smuh  Coast 457 

Midland   .  .    1,650 

North  l''.a--tern 1 .755 

S(nuh  i'.astrrn  and  Cliatliain (i37 

Ti  tal.  iwehe  r:'il\Na\  ~ 15.1i>') 


It  sluuild  lie  Iwirne  in  mind  'liat  ilie  orL^Mi-ization  of  a  central 
conmnttee  '>\  railwax  nfticiaK  with  i)road  i)0\vcr>  during  the 
peril"!  of  the  \\ai-  d.iil  not  dircrtlv  atfcct  the  internal  conip' si- 
tion  of  each  r.'iil\\ay<  iier-onncl.  h"ach  nienilx-r  of  the  i\aU- 
wae  h".\ecnti\e  Coniinitiee  contimied  to  act  as  t;encral  manager 
of  his  cn\n  line,  runl  other  railwax  'ifficials  were  retained  as  far 
as  possible,  ^nlvject  to  -nrh  chanL'c-^  as  are  ;d\\;iv~  takintj  place 
by  reason  of  death,  re^iunati'  n.  or  .  itluTw  ise.  and  to  the  addi- 
tional chani^e--  lironp'-t  ah-'ni  i!\'  the  war.  The  ■ 'ri;ani;'ation  'if 
the  general  per-otn,eI  of  eacli  raih\;iy  was  also  retained,  and 
remained  as  ncaily  intact  as  the  inioails  of  war'^  main-  deinarids 
and  changes  wonld  permit.  Similarly,  the  rontine  of  t)peration 
continned  nnich  as  lH?fore.  and  snch  questions  a  waL^e  adiust- 
tnents.  ch;uiL;es  m  working-  conditions,  and  the  like,  were  nsnallv 
taken  up  directly  with  the  responsible  officiaK  of  each  road. 

To  make  this  fact  clear  from  the  outset,  the  railway  com- 
panies quite  generally  issued  statemems  to  their  employes  and  the 
public,  of  which  the  follow  im:;  is  a  tvpic.al  example: 

The  takinj;  over  by  the  frovennnein  of  the  control  of  this 
railway  is  for  the  puqwse  of  facilitating  the  movement  of 


t<J  u  \u   \i)Mi\i--i  u  \ri(i\  ni--  KMi.w  ^^> 

tn)n]i>.  U  iim-l  'ic  iliMiK  iiiiilrr-l' "  h1  tlial  llii-  lirin^  of 
ein|)lc>\  iiu-iii  III  ilu  -i.iti  will  uni.mi  iiii.ilitTfil  aiul  instruc- 
tions Id  llir  nun  will  III-  iN-iifil  ihrnin;li  ilu-  ^.iini'  tliaiiiiels 
a-  luTcl'iiiire.' 

I  lif  III  this  i>j^,raiui'i  •  ii  llir  railw  a\  -  niiiU'i  \\  ai  <■  iiiiiilii  in>  ina> 
llirn  lie  lU'scrilii'd  a>  inlliw-:  (  n  a  irnnK'nt  irattic  ni'i\c(l  at  tlie 
ri'i|nf>t  111'  t,'(>\  iTniiK'nl.  army,  or  na\al  nlVuia'^.  I'iiluT  i;t'ni'ra! 
Mr  l(u-al;  ilctailfii  inii\inn-nN  wm-  m  cliai;^!-  'ir  ilu  iiarlii'nlai" 
railway  at'U-ihij  I'l  ir  tlic  ini  iiiumii  ;  ilu-  la  k^l  llu'  Uailway  ksciu- 
ti\i'  I  (iininiltfc  wa^  in  Inrninlatc  L;c!u-ral  pinu  i|ilc--,  ami  In  cn- 
nrilniali.-  ilu'  wi'rk  nt  thv  -cMTal  rail\\a\  i  rL;ain/ali"n-  inin  an 
ctVicii'iit   will  ill- 

Tlu-  tliinl  (|ncstuiii  rai-^i'il  ai  tlif  nnl^ct  nt  iIih  rhapiri  rflate'< 
til  the  (|n('s|iiin  nf  the  linaiuial  ai;ift'iiunl  lirtwi'iii  tlir  L;iHiin- 
iiicnt  ami  tlii'  iailw;i\"-.  Tins  a^ri'i'ini'iii  wa-  |>ii.\iilci|  inr  in 
ilu-  ai,  t  III    1S71  alrcad)   citi-il.  in  tin-  fi  illi  iw  iiiL;  wnfiU: 

111  I- re  shall   \k-  jianl    In  aii\    p<.-r>nii   nr   limlv    'i'   |icrs<in-. 
wliisi-  railrnail  nr  plant  nia\  In-  taken  pnssc-vu  ,11  nf. 
siK'li  lull  i'nin]n.-nsatinn  I'nr  an\  Inss  ,  ir  in  iiir\  tlir\  ina\  lia\c 
siistaiiu'il  niuii-i    this    -cclinn    a^    nia\    Ik-    ai^rt'Oil 

ti|inn  i )i't w  i.-(.-n  tin-  ^aiil  s,'cn-tar\  ni'  stati-  aiul  tin-  saul  |)er- 
snii  I  ir  linil\-  ni"  ]i-rsnns,  I 'r,  in  casi-  ni  iln'irrfiui-,  niay  In- 
settled  li\'  tirliitratioii. 


The  act  ttn'ther  |irn\iik-il  tluit  al!  cnntra(-ts  and  eni;at,a"nieiits 
in  inree  when  a  rnad  i^  taken  .i\er  shall  he  1  nt'  rcealile  l>y  nr 
against  the  i^nveriimenl  ihniiiL;  tin-  lite  nf  siuli  inntraets  nr 
eilt;aL;eiiients,  nr  as  ImiL;  as  the  L;n\eninK-nl  eniilrnl  n\er  ihe 
rail\va\s  shall  he  in  ef'feei. 

In  niher  wnrds.  the  act  tint  niiK  t;a\e  the  L;n\ ,.' ninent  w  ide 
jinwevs  In  take  n\er  the  rail\\a\s  in  time  "i  eniermmw,  Init  ]irc-- 
serilied  in  general  lernis  the  nature  nf  the  aL.M'eenu-ni  tinder  which 
railwaxs  s, ,  cnmmandeered  shmild  lie  nperated.  nanu-K.  that  tlu- 
L;ii\ernnieiit    shmild    make    "lull    cnnijien-alinn    Inr   am     Inss    ,  ,r 

•  N'otire  pr.~tpil  In  ilie  j^cnorcil  ni;iTi:\t;er  nf  tlif  S"iitli  Kasteni  aii'l  Cliatliaiii 
on  Aumist  4.  1914. 


(.KK  \r   IIKI  I  M  \ 


8.^ 


injurs,'  ll'  tlio  n;ititrc  and  extent  <ii  tins  C()nii)Oii>alinn  coulil 
nut  l)ta;;riTil  njxMi  lietwcfi  llii.'  j;Mvcrnnuiit  ami  tlit-  iail\\a_v>,  tlie 
points  tit  (litTcrencc  were  t<>  l)c  Nnlunittnl  ti  arliitiatinn. 

'rill-  rciiiiircnicnt  thus  laid  niM.n  the  I'.nti^h  •^ovfrmmnl  liy 
law  \\a>  met  in  1''14  by  means  ut"  a  nnmtal  agreement  iFctween 
the  j;<ivernnient  and  the  railways,  the  jjrincipal  features  of  which 
were  as  follows: 

1.  It  was  ai^ieed  l>y  the  rail\\a>>  that  their  nrj;anization  -huiild 
1)0  jilaced  withnut  re>erve  at  the  lii^pnsal  nf  the  military  autlmr- 
itie-.  I'T  tlif  iian-p'  rtatinii  nf  ir(i()|)-,  n\u]>  and  nmiiiiiMii-,  inili- 
tarv  e(|mi)mem  ami  -u|)|ilie>.  when,  where,  ami  under  whatever 
cnnditi'ii-  meded.  I'lir  purimseN  nf  militarv  tran-purtati' 'U  any 
r;nl\\:i\  "i-  ^I'lup  I'l'  raii\\a\-  W'  nid  \irmallv  Ik.  r^  pniniamk-cred 
f(ir  exehi>ive  military  service  uliriuMf  ilir  .  nca^i.  m  demanded, 
all  cithe'-  tratVic  lieinj;  >idetrai-kid  mi  n-iinKd  uiitii  ilie  f\i-ency 
liad  |ia--~cd. 

_'.  ll  ia;i-  iiinlnalK  ;iL;r(T.l  llial  ii"  m"iH'\'  w.niM  |ia~-  tfiMH 
ilu-  l;'  M  riniu-!ii  itia^uv,  ml"  iliai  i'ian\  railway  t.iraii>  -iieeilic 
mn\ciiu-iil    "f  trM.,|i,  .  If  -ii|tplie>. 

.\  riie  l;.  iMTiiiiifiil  liia-iu\  aL:ici'd  i..  ]  a\  I"  i  :n  h  iai!\\;i>.  at 
ciTiani  ]nMi(-du  iiitci-\  al-,'  Mu'h  -mil-  .li  iii,iiu'\  a-  w  ^nld  lirim,' 
It-  net  im-i'iiK-  fiT  the  peii'id  fi  llu  lf\cl  d  \\\v  la-l  i-rrc-pi  ■nd- 
mn  period  lief.ife  tile  .  iitlaTak  ^i'  ilu-  war.  In  "\\n-r  AMfd-.  the 
^nxiiiinu'iil  i;iiaranteed  llie  iinrmal  mi  iiunme  ■>!  (.■acli  r^jid,  no 
'<■--  and  n.>  mmi'.  If  a  rail\\a\  -IimuM  -nt'fer  a  diiicil.  ;.  .-..  if 
llu'  niMiu-\  received  li\  it  \V'<u\  die  (general  ]iiil)Iii-  l^r  the  Han-- 
jinvtati"!!  'if  i-Mmmeri-ial  L;niicl-  and  n.  )ii-nn!itar\  pa--em;cT- 
-111  iild  priixc  in-nt'tlcient  t"  meet  il-  e\pen-e>  <if  M|n'ralic  iii.  the 
l;.  iveninutil  a;.;reed  n^ 't  iinl\  I"  ]!ay  hwt  -iieh  ani' iiiiit  >  .f  nii  iiicy 
a^  u.mld  make  up  the  defuil.  km  al-o  to  add  ennni^ii  !•«  il-  pa\- 
mem  I"  ]>laie  the  ri  lad  in  ihe  ^ame  relative  ecnditi'in  i  a-  reL;ards 
net  ilirnmei  as  ln-fi're  the  war.  fV  wi-elv.  it  an\  r.adwav 
-h.inld  he  -'>  faxurrdily  -itnaled  i  a-  f^r  eNampU',  a  mad  ^riLiinai- 
int:  a  tremend.-n-  amnmit  of   tiaftu'i    a-  in  earn  mure  ilian   it- 


1H 


1  .Setllcir.i-nts  arc  made  monthly.  Imt  an-  vfrilieil  ami  ailju-ttil  at  thi-  dose 
of  cacli  Msral  .\car  liy  a  careful  audit  .>f  railway  accinmt.-.  This  audit  is 
made  liv  cliartored  aecMunt.iiit-  in  tlic  .'midny  of  the  ui.venimpnt. 


S4 


WAR    \r>MIN"lSTR.\Tl<IX  Ol     H  AILW  \YS 


n 


tiorinal  net  iiicoiiic,  it  wcnild  1)C  ri-iiiiired  to  turn  tlic  excess  into 
llic  treasury. 

4.  it  was  aj,'ti'ol  that  the  noniial  net  incoiiic  for  each  road 
umild  l)e  considered  as  tlic  net  income  actually  earned  during  the 
cak-mlar  year  ended  I)ecenil>er  31,  I'M.?,  which  was  the  last  lull 
year  under  iieace  conditions.  The  _\ear  I'd  J,  then,  was  to  he 
considered  a  typical  year  of  railway  of)eration  under  normal  ]>eace 
conditions,  and  its  return>  of  revenues  and  expen.ses  were  to  Ik; 
used  as  the  yardstick  against  which  to  measure  the  almoniial 
returns  of  the  war  years.  The  word  "abnormar"  is  here  used 
to  denote  not  the  idea  of  alinormality  in  size  or  amount.  I>tit 
merelv  the  idea  i>f  being  completely  out  of  line  with  ordinary 
condition--  ami  exi)erience.  llMwever,  there  \\a>  at  first  one  im- 
l>.iri,iiit  (lualirtcati'.ii  It  \\,i-  nuitually  agreed  that  if  the  net  in- 
conie  of  ;in>  rail\\a>  mr  the  rir>t  seven  niniiths  of  the  calendar 
year  1914  (  lamiarv  to  July,  inclusive!  sliowed  increaNCS  or  tU- 
creases  as  CMiii]iarcil  with  the  net  income  of  the  c irri'<]). mdini; 
>even  inoiitli-  "i'  l'M,\  ihi-  |a\inenl>  of  the  ■;overiinieni  !•■  that 
railwav  for  ilic  la-t  ti\f  tn<inthsof  the  year  ( .\ugust  to  neccmlK-r 
1"14),  WMiiM  lie  -lull  -.['  to  hr'uvj;  the  lui  income  of  lho>c  iiimuiii- 
rclati\eU'  .'i<  imuli  ;il).)\e  ^r  1k-1"\\  the  net  iiu-'-me  of  tlic  i-nrre- 
^iMiiidin,;,'  ti\c  iii'iiith>  of  1"].^  a-  the  iionual  >e\  en  iiT.ir.li-'  int 
ini'Hiie  of  l'n4  ',\a-  al)"\e  Mr  liel'iw  the  net  iiiconie  nf  I'M.v  i'lii- 
(|n,ilillcati"ii  uas  discarded  ;iner  jaiui;ir\  1.  I").',  and  1"1,S  l)e- 
eaine  in  I'aet  the  yaril>tiek.  or  te-t  \t',ir.'  1 1  y  "net  income"  is 
meant  total  rc\onues  from  railway  ;nid  ■^^ll)•-i(!i.lry  transportation 
operations,  less  expenses  of  operaiinii  and  ta\e<,  Init  before  the 
payment  of  interest,  ti.xed  cliaryc--.  and  di\idend-." 

It  was  further  understood  that  the  rmaiicial  .ii^reeinent  would 
be  maintained,  subject  only  to  voluntary  mutual  modifications, 
so  long  as  the  i;MvernTiiein  e'liitimied  to  ;i\;iil  itself  of  the  emer- 
gency ])ro\  i-.iciii  Hi'  the  ixe.uiilatinn  'li  tlie  I'orccs  .\ct  cii  1S71. 
Although  the  foregoing  naragraphs  have  referre<l  to  monev  i)ass- 

'  Sec  pane  86. 

-  Tlii-  cnrrespmuls  routflily  t"  "railway  <iporatinK  iticitne,"  Item  Xo.  21.  in 
till-  Inliistato  CnmiiK-rcf  Coimiii<sion's  muntlily  report  form  for  raiKvay 
reveiiiK-  and  expenses. 


tJRE\T  BHITAIN  ■^■ 

iiij,'  iruiii  till-  railways  to  the  K"vcn..nent  treasury,  or  vice  vi-rsa. 
\it  the  actual  transfer  of  iiioiieys  was  (iM'.ally  carried  on  thnniKh 
tlu-   K.iiluav   l"\iTiiti\e  Committee,   which  acteil  as  a  cleariiiu 

IliilHf   U'lwriii   till-   P'.l'l- 

Thf  liiiaucial  i)rovi»ii.t>  ■  f  the  ai^recmeiit  iit>t  (lescril)e<l  "ere 
made  tiie  subject  of  official  announcement,  first,  in  a  l)rief  state- 
ment by  the  president  of  the  Hoard  of  Trade  to  I'arliament  on 
AnK"**t  17,  VW,  and  >e<-on(l  by  the  Moard  of  Traile  itself  In  a 
formal  amiomicenient  dated  Septenilwr  1.^,  l'M4. 

rrc^itliiit  Walter  Knnciman  <if  the  Board  of  Trade  said: 

lli>  M<iic>t\'^  l;i  iM'rniiu'i.i  have  assunkd  ilu'  (.niitrol  n{ 
the  railways  of  ( in.ii  r.rii.iiii  .  .  .  The  individual  com- 
panies ret;. in  the  manajjement  of  their  line-  subject  to  re- 
slrirtions  i-->ued  b\  ov  ihrniif^h  ilie  executive  C(immittee. 
!'s"  |ire«ent  pavnu'iii-  ;irc  Keini;  tn;ide  I'lr  -ervices 
rendered  ti'  the  i,'overnmcnt. 

The  fiiiii..iiiu  emmt   <'\    the   I'.nard  ^A   Trade  read    in   part,  as 
fcillow-  : 


Snhjeit  I' I  till'  under'.nentic>ned  condition,  the  conipensa- 
IMU  ii>  he  ii.iid  tl'eni  (the  owners  of  the  railwriys)  shall  he 
the  -WW  h\  wliuh  tlie  ay,i;re'-;aie  tiet  receii)ts  of  their  rail- 
ways fi/r  the  I  eriod  diiriiiL;'  which  the  government  :ire  in 
])ossession  f.ill  A\'.r\  of  the  aiij^reyate  net  receipts  f^r  the 
correspondin.i;  iieri.ul  ,,f  p'l.v  If.  h owexer,  the  net  reie'pt- 
of  the  companies  f^r  t!ie  fir-t  Ii:ilf  of  p)14  were  le--  than 
the  net  receipt-  f -r  the  tir-t  half  of  l')l.\  the  -nni  pa\al'le 
is  to  be  reduced  in  the  >amc  proportion. 

This  sum,  together  with  the  net  receipt-;  of  the  railwav 
companies  taken  over,  is  to  lie  i!i-,tribnted  in  proportion  to 
the  net  receipts  of  each  conipan\-  dnrin^;  the  ]ier;o(l  with 
which  comparison  is  ni.ide. 

The  conii>cnsation  lobe  paiil  under  tlii-  arr;mi,'enu-nt  will 
cover  all  -pecial  services  such  .a-  iho-e  in  connection  wnh 
militarv  .in.l  naval  transport,  ren^lered  to  the  ^'overnment  by 
the  raiK\a\-  concerned,  anil  it  will,  therefore.  !>e  nniuce--.-iry 
lo  make  anv  p.ayments  in  re-javt  to  -uch  tran-p  rt  on  the 
railwaxs  taken  over. 


8(. 


v\    \\<    \li.\M  \  1>  I  U  \  I  H  i\   III     U\I1.\V\^: 


m 


L'luk"  tla-  |ir(i\i>inn  thai  tlu-  net  incniin.-  ■  I  l"'l  1-  -limii'l  Ix.- 
iH'.i;anli(l  a-  k---  tliaii  that  ■■!  1' M  .^  in  the  ^aiiii.'  ralin  li_\  \\hii.h 
tlic  normal  net  inennie  "\  the  lir>l  -i\eii  iiU'iith-  <•[  l'il4  tell 
lielitw  tliat  lit  the  enne>iiiiii(hn,^  ptTiml  ■  1  \'>\.\  it  \\a~  e-liiiKiie.l 
llial  thi'  ai^ui'i.u;"'-'  ii>-'l  iiu'ciiiie  which  the  l;i  i\  eniiiKiit  L;na;  aiiteeil 
the  railua\>  I'^r  the  la>l  ti\e  tii.iiiih-  'i|  1''14  wmtld  a\eraj;e  liiuii 
iwii  atiil  niie-halt'  tci  three  ]iei  rent  hiwer  than  it  liad  iieeti  ihtriiiii 
the  ~aiiie  |ieri.iil  uf  l''l.v'  I  hi^  iiereeiita;  e  ailjii^tnieiit  varieil 
trmii  idail  tn  r^  ad.  1  riiii;  hii;liei  kV  l>n\er  in  aeeufdanee  with  the 
partieiilar  vimatinn  ^t  the  r.iad,  hnt  the  mean  nr  general  a\e:aL;e 
appriixiniated  -■  tin'thiiii;  innrr  than  a  twn  and  'iiu'diall  per  'iiit 
decrease.  i  hi-  t:n  t  leil  the  I  (Hiddii  .V,',///.W  tn  dennniinate  the 
atjreeinent  helw.e.i  the  l;' a  eninuiit  and  the  r.iilway-  niie  "itiider 
wliieli  the  railway-^  v\ere  ;akt.'i,  i\er  h\  the  -tale  dniniL;  the  war 
nil  a  rental  nt  the  net  earnini;-  'ii'  the  \tar  ni  T'l-v  ie--  a  ]ier- 
eetitaj^e  all   wanee  ^t  alH.nt  Iwn  and  ^lie-hall  per  eent." 

The  war  wa-  hardl\  iiinler  \\a\,  liMwexer,  hefcre  fact' ir-  eaine 
int"  pla\  t"  iiiiiility  the  aL;reein(  nt  The  hetter  c  iruaiii;reil  f:;'r(iitps 
I't'  iaih\a\  etiipliiye-  lieL;an  with  I'M  3  t"  make  demand-  i^r 
liiL;her  rati'-  hI'  pay.  The  trend  ni  railwax'  wai:e-  and  the  tiatiire 
an<l  anil  lint  'it  the  war  hnmi-e-  L;raiited  dmiiiL;  l'M5,  I'M'i.  and 
1''17  are  di-rn--ed  in  detail  in  the  ttext  chapter  The  luirdt'ii  ^'f 
the  -everal  war  liniiii-e-  wa-  -hi  iiildered  Iw'lhe  iji  a  cniment.  ex- 
ce]it  thai  at  the  titiie  the  lir-1  Imnn-  1 1 1'  alu'iit  t  \m  i  and  a  halt 
-hilliiiL'-  ;i  week  wa-  ::ranlrd  the  mads  agreed  Im  carrv  utie- 
ipiarter  "f  that  part  nf  it  jiaid  tn  enipl<iye>  enxered  h\-  the  Kail- 
wax  (  '  mciliatii  111  Scheme,  in  lien  nt'thetwn  and  nnedi.'ilt'  per  cent 
R'diKtii  11  in  net  itienme  de-crihed  almxt'.  The  ■ehtctiini  prnxi- 
siun  drii]i]ied  mit  nf  cnii-ideratinn  |iernianentK .  etiictive  Iamiar\ 
1.  1"I5.  Later  \>ar  hniiuse-  were  a--itn'ed  h\  ihc  L;<ivernniept 
trea-iiry,  a-  wmilil  natnrallx  he  expected  imni  tlu  nature  ><{  the 
financial   ;ii;reeinent    wherehv    am    mcrea-e   in    r;iiiwa\'   exjiendi- 


'  Till'  fir-i  six  niiintlis  of  1914  •ilinwcd  -omi"  (tccrease  in  sros«  revenue?  ai 
cnmivarcil  with  tlie  cnrrr-pondinK  iicrind  of  101.1.  whilf  tlie  niontli  of  July 
took  a  sliar])  dowiiwanl  tnrn.  Returns  of  net  income  for  tlie  seven  monllii. 
inrhi'lim;  Inly,  arc  not  availahlc. 

^Sie  t'aye  110, 


(,I<K A  I     I'.kl  I   \1\ 


S7 


lure-  ihit   :u(i.:iiii,iiiK-(l  l\    a  n  irrc-iimiilnii;  imrc-i-c  in   i-cvcnues 
wmmM  aini>ni,iiuar.\   In-  met  li\   tlu'  i;i  ivtTiiim.Mit. 

Aiiiitlirr  iiinditiL-atii'ii  iii  iIr-  linaiuial  aurcciiu'iit  rclatc-il  to 
li\cd  cliar.m-  "II  new  cajMtal  iiuf-tiMl  in  railway  prnjJiTty  iluniii; 
till-  uai  |KT!(.(1,  l-ixi'il  cliaii;c-  art-  I'aid  'it  "i"  net  imonn.'.  It  i- 
clear  that  a  rail\\a\  that  t'Miinil  it-elf  tMtred  hy  nii'ilary  e.\i!;eii- 
eie->  "r  other  irat'lir  e^  mliti' 'n-  ilin-ini;  the  war  to  mcreaNe  il> 
track  mileage.  it~  e(|uiiinient .  or  other  t'aeilitie-.  therehy  inerea-^- 
mt,'  !l-  ea])ilal  and  it-  ea|iital  eliar.i;e-,  would  h<-  plated  at  a  di  — 
ad\anta,L':e  in  i  oinpari-on  with  road--  not  -o  -Uiiated  1  he  niiil>- 
tiee  of  -nch  a  |)ox,iliility  \\as  reeo^ni/ed  h\  the  ,l;o\  eminent  alter 
a  time  ami  earU  in  l'M7  the  tinaneial  a^nement  wa-  -^  modified 
a-  to  ]iro\ide  a  four  per  rent  interest  allowaiue  hy  tlie  L;o\eiii- 
ment  ■ -ii  all  eajiital  invented  ni  new  rail\va\-  property  since  \u- 
s;ii-t  4.  1*M4.  Ihe  allowance  wa-  added  to  iiu-  pa\inem-  made 
hv  the  j^oveniinem  treasury  to  the  several  railway-.  The  capital 
niii-t  have  heen  inve-ted  on  lines  ..r  hranche-.  terminals.  e(|uip- 
mciit.  or  other  new  facilities  put  irto  nse  -ince  jamiarv  1.  I'll.V 
Tliat  is,  the  intention  wa-  lo  allow  the  iiiierc-t  charL,a'-  not  I'or 
irdinarv  mii)ro\  ement-  and  Iietterment-  of  road  or  ei|nipnieni  in 
existence  prior  to  rM.v  Imt  •  u]\  to  take  care  of  wholly  new 
additions  t-  railwav  facilities,  snch  :is  new  extensions  ,,f  hue. 
new  stations  or  other  hnildin.us.  .-iiid  ne\\   additions  tn  the  rollitiij 

stock, 

I'.ritish  railwa\s  ha\e  rei:iii\e'\    few    honds  or  notes  oiifstand-    \ 

in^;-,  and  their  financial   prohleins  are,   therefore,  onite  diitf< 

fmin  those  of  .\inerican  roads.  (  if  the  iot;d  r.iiiwav  capital  of 
the  United  Kin^ii.  mi.  nuTe  than  ' '' '  per  cent  is  in  the  form  of 
ordiiiarv  and  prelVrred  st,,cks  and  dehentnre  sf.ick,  the  latter 
hein.ir  eiinix.aienl  to  the  .Xnu'rican  mcc-me  hoiul  without  date  of 
matnritv.  T.ess  than  one  ]ier  cent  con-isis  ni  l.i.ati-.  The  llritish 
railwavs  have  had  \irtiiallv  no  need  to  ,iK'et  the  proMem  oi 
refnndin.L;'  ontstaiidiiiL;  sccnniies  since  the  war  l>e,!;an, 

,'^tin  another  nioditicition  .  i  the  linaiuial  ai,n"een!ent,  which 
was  more  an  imer|)reiati'  ii  •  f  the  terms  ,,i  the  aL^reement  th;in  a 
ehanue    in    its    nnderKiiiL:    princi]iles.    dealt    with    m.aintenaiice 


■1, 


III 


88 


W   \i<     \1)M  I  M>M<  A  1  hl\    III      i(\i:,\\\\' 


ipff 


cIku'l^x'--.  I'.riii^li  railw  a\  ■^  fniiiul  it  ilirtk'u'.t  imdci  t'  •.'  war  condi- 
litiii-  of  -canty  lal^ir  and  licax  \  nalVu'  t'>  larp  n[i  tlitir  nnrnial 
nianiti'nanci.-  wurk.  \\n  any  niainicnancv  wurk  deterred  ti>  a 
l'\iture  ]ierind  wa-  tleaiK  cliar'jialile  I'l  the  expeii-e  aecoiint-  of 
tlie  \iar-  wheriiii  ilie  wear  and  tear  ••{  the  <erviee  made  the  work 
iieccssarv.  'I\)  alk'W  for  tlii-  the  ^^ii\  iriinient  prov-idcd,  early  ni 
I'M/".  th;it  rea-(in;ilile  rhar,;e^  fur  mainienanee  of  road  and  eqiiip- 
nieni  emild  he  carried  in  the  oi>eratiii.!;  expense  acconnts.  and  if 
deferred  -h'  idd  he  credited  to  re>erve>  wliich  could  later  he  draw  n 
a.t;aiii.st  for  the  deferred  maintenance  work,  The  s^'overnmcnt 
ayreed  to  rei;ard  the  maintenance  chartits  of  1913,  |)hi>;  a  twelve 
and  oiie-half  per  cent  .addition  for  the  wear  and  tear  of  war 
iraftic.  a-  a  re;i>oiiahle  charjj^e  for  each  ytar  of  war  control.  I'or 
each  road  the  dilt'ei'ence  hetween  tlii-^  "rea-^orvdile"  charge  of 
XMy'i  per  cent  of  its  I'Mo  exjieiience  and  the  anr.unt  ac'nally 
ex|)cn(!ed  hv  it  !!i  each  war  \  ear  represents  the  deferred  main- 
tenance' allow  ^■(l  liy  the  i^iivcrnment. 

A  third  modification  dealt  wiih.  the  matter  of  compensation 
for  <ti)rcs  I  ;'.  c'..  materials  and  -npplies  )  in  the  hand-,  of  the  roads 
at  the  time  the\'  passed,  under  i;ovcniment  control,  Inasinuch 
a>  prices  have  Ix-en  risint^  diirini;"  the  war.  it  wotdd  he  inirea- 
sonahle  to  rccpiire  the  roads  to  rep'enisli  tlu-ir  -toek<  of  ma- 
terial-, at  the  end  of  the  war,  at  hicjher  prices  th.an  thev  paid 
f  r  tin  stiH'ks  they  turned  over  to  the  f^overnmeni.  Under  an 
arrangement  hetween  the  ro.id-  .md  the  govern;i;eni,  the  railwav 
com|ianies  were  assured  of  a  -toe'k  of  materia'-  .-n  the  close  of 
the  period  of  government  eont!ol  equal  to  that  "u  haml  at  the 
heLiinnin.tr  <^t  the  period,  or  it-  erpiivalcnt  in  cash. 

We  have  seen  that  the  law  "f  1S71.  timler  which  the  war  opera- 
tion of  the  P.rit'-h  railways  has  heen  conducted,  authorized  the 
.govemnient  to  put  the  scheme  into  effect  for  not  lonircr  'han  one 
week  at  a  time,  Tlii-  proxi-iou  h.-i-  In'en  followed,  the  arrange- 
ment heing  renewed  each  week  a-  will  undouhtedh-  .mtinne  to 
Ik?  done  tmtil  the  close  of  tlie  war 

This  completes  the  senC'i'  i^ntline  of  the  sclieine  under  which 
the  British  railways  have  lieen  operating  since  .August  .^.  1^114. 
The  scheme  was  expanded  on   T.anuarv    1,    101".  to  take  in  the 


r.KEAT   I'.KIT AIN 


S9 


rail\\a\-  of  Ireland.  Tlic  la'i-inal  jilan  included  only  the  -team 
rail\\a\->  oi"  dreat  I'.riiam,  liarritiL,''  nnly  the  lialf-dozen  sithway 
and  other  i'it\'  rad\\a>>  "1  l.^ndon,  htit  ditl  not  touch  the  Irisli 
s\>teni-  'I'hc-i-  -y-tenw  "peiated  tinder  their  own  mana.^'e- 
ineiiN  until  lati'  in  l"l(r.  -Aheii  the  demand-  of  their  cnsinemen 
and  tlremen  foi  war  lMimi-e>  a>  ,t;reat  as  tliose  then  under  con- 
sideration for  r,riti~li  rtiilway  cni]iIoyes  became  acute.  The  road.s 
had  already  t;ranted  ^■erlain  li'itiu-cs.  liei^diiniiiL;  iii  I-'ehnuiry, 
T'l.^,  hut  dec'aied  themselves  unahle  to  comixne  v.itli  the  S'n'- 
eminent  'rea--iu-\-.  and  after  a  fruitless  conference  on  r)cceml)cr 
It),  I'lld,  lietwcen  rei)re-entati\e-  of  the  L^overnment.  the  Iri-h 
rail\\a\'  maiia,L,'ers.  and  the  eiiijinemen  and  l'ire;i'en.  the  L;overn- 
mcnt  ileciiled  to  lait  the  (i.>nlian  kii't  r'lid  hrin;^  the  railways  of 
Ireland  into  the  \\ar  -clienie.  'l"hi<  was  done  hy  mean-  of  an 
i.nk-r  in  council,  and  on  January  1.  1"17,  the  hi-h  railways 
];a--ed  under  U'  \erniuent  control.  The  arrangement  f' -r  Ire'and 
wa>  virtnalh'  tin-  -ame  a-  that  for  dre.Tf  P.ritain.  txcept  that  a 
-eparate  Raiiwax  i'.Neciitne  ('ommittee  was  createil  f.  >!■  Ireland. 
,\11  financial  respon-ihiiit}'  \xas  assumed  hy  the  i,'overnnient, 
which  aL;reed  to  maintain  the  net  income  of  the  Iri-h  roads  at 
their  111  irmal  level. 

'iiie  operated  mileaLje  of  tlie  railwax'-;  of  Ireland  i-  ahotit  3.500 
niili^.  Some  2. ,^00  miles  of  hue  are  directlv  repre-ented  on  the 
Iri-li  K':iilwa\-  I'.xecutive  C>  iinmitiee.  while  the  L:"Veriimeiit  I'mler 
.^ccrctar\-  f^r  Ireland  i-  nnmin.'d  chairman.  The  Iri-h  Railway 
(  leari'i^  I  loii-e  al-i  •  ha-  a  iepre-entati\e  ■  'U  the  committee,  which 
is  coti-tilnted  a-  follows  : 


Ollicial  t'htiirman       .'~>ir  W  illiani  I'.xiiie,  Under  .'^^ecretary  for 

lri''and 
I',  A.  Xeale.  Ciicat  .'-^outhcrit  aivl  W'e-tern 

Railw  ay 
Iri-h   Kailwr.v  ('IcariuL:  Moii-e.  .'~-ecretary 
1 'nhlin  and  South  I'.a-tern  Railwav 
• -retit   .Vorthern  Railway  of  Ireland 
Midland  ( ireat  Western  Railway 
X.irthcrn    t'outities    Committee     i  of    the 

Midland  Railwtiv  I 


.\ctin;;'  i.  h.airman 

Jo-eph  Ii:,uram 
Jame-  (.'o.^hlan 
John  IIaL;\vell 
M.  V.  Keo5;li 
1.  (."ow  ie 


CHAPTER  II 
Labor  and  Wages 

t;.rv  >Mili-iiiK'nt.  aii.l  calN  u  uv  iiKulr  lnr  all  aMc-L.  hIu-.I  nu-n  -i 
„„luarx  au.'  i-  l-m  the  colors,  Tlu^  m'onl  m'  r.nti-h  railway 
nni.lov'.-  11!  till-  i-^-1'i-^'t  \\.'>>  "1"-'  I'li'-'-lu-.  Tluv  nili-UMl  man 
,1k.  lanls^  .It  c'viTN  railuas  and  ir-m  -vit  iIh-  u1i-'>'  "t  tla- 
Unite<l  l\iim«lniu,  until  at  the  do^-  ni'  tlir  year  1"1<.  U  \Na-.  esti- 
mated that  ahnut  15iMHH^  railwav  einiilo>e.  ueiv  v-illi  ilie  eMl..r..' 
When  11  1^  e..nM(UTecl  that  thi^-  nnniher  rei-re-znl-  nean)'  oiie- 
,|uaiter  ni  the  ii-nnal  I'-ive  -f  vaiU\a\  eni!)l..yc>  in  ihe  fnited 
isiii-d.ni.  and  pi-MhaMv  onediali  the  male  empl.ne--  -1  nnlitaiy 
a,i;e,  the  eiiliMmeiii  lee.'id  Maiuh  -lit  a^-  a  iLUaMe  .me.  In  addi- 
tinil,  auxiharx  Inrce-  of  l',nli~h  raiK\a\  men  \\  ei  e  ^i  iit  to  the 
iiiihtarv  zone  in  1  ranee  to  a>~i-i  m  the  eon-tnuii.  .n  and  oi.era- 
ti,.n  of  nnich  nee-led  railuav-.  \\lnle  Mill  -tlur  emiilove^  were 
tran-ierred  t-  ihe  niunilioii-.  de]iailnunt  of  the  l;m\  eniment  a^ 
-killeil  worker-  m  the  imimti' 'ii-  iilani-,  or  to  ,.ilur  hramlie-  .f 
industry  eallim:    tor  ^killed  lahor   for  war  j-m'ii.-e-. 

Indeed  the  reeord.  even  fo'in  the  liei;inniiiL:.  |iro\ed  aliiio-t 
to,,  n^itewilliv.  for  il  ~o.:n  .K\el-|ie(l  that  the  railway>  were 
playin.i;  the  r.ile  oi  1 'eter  rohhed  to  jiay  Paul,  and  that  tliey  were 
lieini;  denuded  "f  trained  lahor  forees  haillv  needed  to  earry  on 
vital  i-aih.\a\  oieiatioii-  at  home.  It  wa-  not  loni:  after  the 
onthreak  of  the  war.  therei  'e.  that  the  War  '  )rtiee  \va^  cooperat- 
im;  with  liie  railwav-  in  the  way  of  plaeiuL;  re-lrietions  on  their 
employe-.  \-  earlv  as  Sevteniher,  I'Md.  the  r.n'way-  notified 
their  emjtlove-   that    the  Wa'    i  HViee   wmild   theve.ifter  aeeept    no 

1  Till-  Kiinlish  K;iilwa\  \  e;ir  linok  i..r  I'.n;  >;ivis  a  li-l  ..I  rail\\:i\-  ami 
till'  mmiliir  ..f  enli-tod  cmplcvcs  <>f  radi.  n.nvii  to  tlic  end  of  1<»1(>  llie 
total  iHinilHT  of  flu-^o  fiili-tmi'iits  was  1.V1.077.  whicli  rcpri"^<'>ite(l  -'1.^  iht 
cent  of  the  immlier  of  ctnploves  on  tin-  payroll  of  tlifse  -amc  omipaiiic* 
at  till-  lnuMimiiin  of  li,.^tilitie<.  Britisli  railway  finployes  in  normal  times 
miinlur   alioiit  650.(KX1. 


,Ki;  \  I    i',i;i  I  \ix 


91 


vailwav  itian  '■uiilr--  In-  |)rr-iiu^  a  uniuii  -laicniciil  tn'iii  llic 
rail\\a\  ci 'iniiaii\  wli"  I'liipl"}-'  liiiii  t"  llit  cfli^-I  llial  he  lia- 
appmacluil  ihv  Ikm^I  -I  In-  .kparti'iciii  ami  \\a-  'ilnaincil  the 
tu'i'c>>ar\    irnm--ii  111   \<i  cnli-i 

A^  a  (.•■irnll;if\ .  II  wa-  ciiii.lia-;/i.'il  1  nth  l.\  ihu  rail\\a\>  aii<l 
tlu'  -I'vrriinu  111  that  ihr  '-ail.a)  (;ii]J..\i--  i(.iiM  >i';  vc  hi-  (.■Miiiilry 
a-  wt'li  at  hi-  pi  .-I  a-  ii;  ihr  lii'M.  I'hr  rai'  ^a\-  [iMtc  m-iKTaHy 
imtilird  thi'if  niiiili.M'-  thai  tlii-ir~  a-  a  vital  war  -(.tx  ici'.'  Kiii.t,'' 
(ic-.  irm'  i--nril  a  iiu-^-aur  tn  al!  wnrkiT-.  jh  .intiiiL;  i  mt  tliat  thuy 
wfR-  "a--iMni,u  111  ihr  ]iri  i-fiiili'iti  nl'  the  war  eiiiiallv  with  their 
>MiiiraiIc~  -eiMii-  h>  laii<l  ainl  >ea."  Sinillarlv,  h'.ar!  KilrheiRT 
-tateil  thai  railwa\  ineii  wln'  w  ei\-  ■■niaiiitaiiiiiiu  the  railway 
-eivue-  III  the  emititrx  i  w  ere  i  dniiit^  their  (hit\  l"r  their  Kin^ 
ami  emiiiirx  e(|iiaily  with  thn-e  whn  ji-iiiei!  ilie  arni\  I'nr  service 
ill  'he  t'lelil  "  l.iiril  Ivi-eU'rv,  inriiieilv  I'riiiie  M  ini-Ier.  -peakillf,' 
at  i-.dmliiir.uli  I'll  Meceiiilier  IS,  1"14.  -aul  in  the  im  i-t  eni]ihatir 
manner  that  railway  iiieii  were  "a-  inily  -eivitiL:  their  Kins;  ami 
iheir  i.iuiitrx-  a>  aii\'  man  in  the  ireiielie-."  In  the  emir-e  ni  an 
aililrt—  at  Newra-lle,  \piil  -'' ',  I'M  3,  Prime  Miiii-ter  A-(|imh 
extiilled  the  w  i  .rk  .i|  tile  miner,  the  diiphiiililer.  the  railway 
man  ami  all  Miher-  who  were  ei  iiitriluitinL;  to  the  etlieieiley  nl 
the  artin-      "1  re|>eat."  -aid  he.  "ihi-  i-  the  iiatinn'-  war.'" 

Sutdent-  III'  .i;eiier.il  war  emidition-  in  '  Irt'at  Ih-itam  kimw 
that  the  eaih  enii-tnu'iit<  tendeil  In  v;>n  a  mimlicr  "f  important 
ir.dn-trie-.  -neli  t'.  ir  example  a-  the  \\  <  !-h  coal  niinini;-  imhi-try. 
In      line  in-taiue-  the  L:o\ernmeni     '.a-;   torecd   to  reeall   -oldier.s 

'A  typieal  imticr  nl  tlii-  Kiml  «;i^  tli;it  ■■!  thr  Crrat  l-'.a^nrn  U.iiluay  ti> 
it<  ciiiplovi-s.  wliicli  roail  as  fi.llnw-:  ,       ,  ,   , 

"It  i-  J-iMiitia;  f.ir  tile  welfare  >>{  tile  nation  tliat  tlu-  railway-  slinulil  lie 
maintained  in  an  ttticient  manner,  anil  lie  preparcrl  tn  meet  any  military  ilo- 
niaiiils  which  niav  !>,■  placeil  up'm  them.  Thi-  can  not  lie  dnne  if  the  staff 
is  serimislv  depleteil.  ami  in  order  to  guard  against  sucli  a  contingency  in 
view  of  till  large  inimlur  of  men  who  ha\e  alrvad)  left,  it  is  reqnestcd  that 
in  future  anvon,-  ni  the  s,  r\  ice  .it  tlie  cmniiany  wi-hing  to  enli-t  will  lirst 
a-certaiii  from  hi-  ilvpiirtnu  nl.'il  nl'tierr  w!u-llicr  lir  i.an  I'C  -pared  from  his 
railway  duties.  ,         ,      . 

The"  direct. ir-  and  ofticer-  of  ilir  company  desire  to  express  their  Iicst 
wishes  to  tlio-c  of  the  comp.im-  tniploye-  wlio  have  already  so  nobly  re- 
-pondol  to  xW-  call  of  their  country.  At  the  same  time  those  whom  cir- 
.um-tance-  force  to  remain  in  their  present  position  slioiild  he  regarded  as 
pi-rf' liming  .a  nio-t  importan!   -.Tvic,    to  the  nation." 


92 


\K    \|iM  IM-I  i<  \  I  1(>\  (II     KMI.WWS 


wav   were   -et   a-aiii   to   reiKk-r   traii-^imrtatinn   si-ivicc 


in.iu  the   Ireiuh   li,.iit  aibl  imt  I'lc-ni  at   tlieir  nl.l  ut)rk:  in  the 

(il  (.-.  aii>e.  null   who  retiimud  in  litis 

'it   tliis 

clttni>v  l"a~lii..ii  a  fcadjii^tineiit  of  availal^e  iii(luvtr:.il  and  nnli- 
tar\  fnice-  wa>  ellccicl  Mieli  a-  would  not  have  U-en  mTe-.-ary 
had  not  iore-iL^ht  and  common  >en-e  -ii'iordinated  thein-elves  to 
the  -eeniini;  eall  of  j'atiiotie  duly. 

It  niav  l>e  noted  that  the  I'.ritidi  ladway^  were  sentimentally 
verv  ])i..ad  oi  the  enli>tmem  record-  ..f  their  men.  and  did  what 
ihev  could  t-  e.\pre>s  their  pride.  They  maintained  ll.^ls  ot" 
einplovcs  who  had  joined  the  color.-,  a-  well  a-  roll-  of  honor  of 
tho-e  uh..  had  fallen  in  l.attle  or  died  of  wound.-,  many  of  these 
honor  li-t-  and  roll.s  l)<;in,ii:  posted  in  -tatiMUs  ,,r  other  pulilic 
l)lace-:  at  lea-t  one  road,  the  Xoith  I'.a-tern.  or-anized  a  s]Kx-ial 
haitalion  I'i  l.lii^'  employes.  The  railways  a,i:;reed  to  kcej)  en- 
h-ied  men  on  their  rolls  as  en  leave,  and  to  i;iant  them  the  same 
|ni-ition-  or  others  of  ecpial  rank  if  they  returned  witlMut  dis- 
al'dity.  ldie\  al-o  ir.ade  ^enerou-  allo\'.  ances  to  them,  which 
will  \k  discussed  later  in  this  chapter. 

Idle  enlistments  of  P.ritish  railway  employes,  even  with  the 
readiustnients  ins  descrihed.  were  sufficient  to  force  a  con- 
siderahle  chaii,L;e  in  the  composition  of  the  enipl'ved  force.  This 
was  !)i-oui,dU  about  principally  in  three  ways.  In  tiie  tir-t  place, 
the  ijovernment  l>v  a  -ysteni  of  classification  L'raded  men  of  mili- 
tarv  a,i,'e  into  -pccitic  t;roup- :  the  military  tit.  ih.i-e  eli,t;ilile  for 
tir-t  cla-s  .-er\ic<'  in  the  trm.he-;  th^-e  -liuhi',;.  le--  tit.  men 
eliL;ilile  f >  >r  second  line,  re-erve.  or  liehind  the  hue  dut>-.  and  -o 
on.  Now  liv  classif\in.i;'  railway  employes  in  thi-  way.  it  was 
fre(iuentlv  posMhle  to  substitute  lower  i;Tade  men  for  tho.-e  of 
higher  praile,  therebv  releasing-  the  l,-'!ter  for  military  service. 
The  vacancies  in  rail\'.i\'  iicr-oimel  brou,L;ht  .-iliori  in  this  process 
were  tilled  -o  far  as  p.  i--il,le  from  raw  material  tr^in  ouf-ide  the 
railwav  ticld.  It  was  often  the  case  that  men  .f  the  military 
service  i^rarles  were  -killed  meti  whose  places  could  not  I'a-ily  Ix; 
filled  from  out-iile  the  ranks  of  the  railw.ay  eniiilovcs  themselves; 


(,I<E  \r   I'lUT  \!N 


95 


till-  i(.\\fr  iilivMcal  L^raili--  nf  infu  wen'  often  'Inini,'  less  ^killuil 
u..rk.  ami  ilu-ir  I'huc-.  e-..i,l,l  iuMfi-  ca-ily  U-  tillca  from  (lUlMde. 
Ill  ilii>  \\a\,  liv  i\a'lju>tniciit-.  withm  the  lailw  ny  turcc.  it  l.eeamc 
|)..~,il)le  U>  ri-lca-i-  many  nifi'  h-r  aclivo  war  service  whose  iilaees 
eonM  not  oil,.-r\\i~e  have  Uen  filleil  from  outside  the  railways, 
aii.l  to  lill  their  places  with  men  rehitively  less  elij^ible  for  nuli- 

tar\  iliity 

In  the  second  place,  the  government  endeavored  in  every  pos- 
sible wav  to  enable  the  railways  to  suspend  work  and  restrict 
.service  not  ahsohitely  necessary,  and  so  to  coordinate  tlie  work 
of  tlic  railways  that  they  conld  utilize  one  another's  facilities 
or  labor  and  thereby  avoid  dnphcatmi;  work.  These  economies 
and  restrictions  are  discussed  in  the  follow inj^  chapter;  they  con- 
sisted in  the  reduction  of  service,  economy  of  operation,  aboli- 
tion of  accountiuij  and  statistical  metho<ls,  and  in  many  similar 
modes  of  cnttin,<,'  down  labor  and  time. 

In  the  third  place,  much  .>f  the  sin^pl^r  and  less  skilled  sort 
of  railwav  work  was  turned  over  to  women  and  f,nrls,  whose 
employment  released  a  corres)xindin.c^  number  of  male  employes 
for  militarv  duty.  There  had  l)een  employment  of  women  on 
the  I'.ritish  railwavs  for  some  time,  init  only  in  a  limited  way. 
However,  the  national  necessity  overhanijinp;  England  was  so 
<,'reat  that  in  the  end  evcrv  personal  or  clas.s  consideration  was 
subordinated  to  it,  and  a  lari^e  number  of  women  and  .twirls  were 
taken  into  railwav  service,  as  they  were  into  many  other  indu- 
tries  of  F.nj;Iand.  .\t  last  accounts,  the  number  of  women  em- 
ployes of  I'.ritish  railways  was  considerably  over  50,(K"M>  ami  may 
even  have  re;.ched  10<».00(». 

Women  ha\e  been  utilize.!  lan^elv  as  general  clerks,  telegra- 
phers, bookitiL;  clerks  i /.  <•..  ticket  at^ents),  checkers,  en.^ine  and 
carri.-iue  cleaners,  ticket  collectors,  e.Kaminers  and  sorters,  wan- 
resses  and  dininj^  car  attendants,  .guards  and  porters,  and  in  many 
minor  capacities.  They  have  also  been  employed  to  sonic  extent 
as  niachinii^ts  in  railwav  shops.  One  of  the  first  prob1e;iis  that 
arose  with  regard  to  their  employment  in  these  capacities  was  in 
connection  with  the  railway  trade  unions     It  slK.nld  Ik;  Ijorne  in 


111 


'H 


WAU   ADMINHI  U  \lln.\   111     K  Ml. WAYS 


iiiin.l  llut  tlurc  arc  throe  i.riiv'iial  iiin..ii>  Una   larKfly  omliol 
llic  iclatinti-  ni  I'li^lisli  railway  iikmi  and  tlicir  eiiii»l<)ycrs.     1  lioe 

are   llu-    \-~MCMtc.l   S.  .riclv    .it    I ..  KMiiiMtivi-    I'.llKim-'crs  ami    Ini- 
iiiuii.  till'  National  Inn.n  •■\  Kailwav  ini'u,  aiitl  tlic  Railway  I  lirk> 
\ss(K-iaiiMii.'       lln-c   are    the   principal    Inxlii-.   allhcuj^h    many 
raiK\a\   eni|>ln\e-  are  nieniKer-  .>|"  the  vari.ni-  national  ciali  ^r 
,li,  ,,  nni.'U--       1  he  r;iil\\.i\  nni.iiv  |,  ,r  the  nin-t  part  afcinic-ced  in 
ihe  eni|.I.\nienl  ..i  wmien.  Iml  atleinpteil  tti  Mvnrc  >nch  re-itric- 
liMii^  .Ml    the   ein]:M'\nienl    dl'    wniiien    a-    umiiil    relani    the   rein-> 
,,1    lal".r  e..nir..l   in   their  ..uti  hand-.       Tht--   Natmnal   Liiion  of 
Rail\\a\nien  e\en   ueiu  ->  ■  lar  a-  t^  :ueeiit  wcmien  employes  as 
meinlier-.   althoni;h    they    were   acee]iled   on   a   temporary   Ikisis, 
riie    general    -eeretary'-    report     (June    IS.     T'lT.  i     Mated    that 
"whatever  tlie   I'uiure  hold-   \Mth   rei^ard   to  ihe  eniplo\ment   ot 
women,  it   i-  \er\    e--ential   that    we  realize  the\    are  part   o|    ihe 
iiidn-tnal   inaehnie   at    j.re-ent   and   that    their  place  i-   indde   the 
unioti.   n.ii    onK    for  their  own   nitere-t-  Inn    tlio-e   of   the   men 
wlio-e  place-  the\  are  iemporaril\  lakin::."     The  Railway  (  lerk-' 
.\<-ociatio.ii    had    aci'eiileil    wmiiicii    a-    meinher-   helore    the    war. 
s..  that  httle  or  n-  chanjje  was  rei|Uirccl  iti  their  form  of  ..r^^am- 
/ation    to    enlarge    li'.eir    female    memher-hip.       Ilie     \--ociated 
Soeiet\-   of    f.ocomoiixe    l-.nt;ineers   and    l-'iremen    ha-    irwxt   re- 
ceived  W'imen   meiiihers.   for  women   are  n.  .t   employed   a-   enj,M- 
iieer-  or  firemen. 

.W'uotiatioii-  were  carried  -ii  hetween  the  railway  ■.mioiis  and. 
the  lailwavs  with  rei;ard  lo  the  rate-  of  pay  ,-md  h..nr-  of  lalx'f 
(jl  the  women  emploxe-.  ;iiid  particularly  with  regard  to  the  rela- 
tion of  woman  lahor  to  the  whole  scheme  of  railway  em]iloyment. 

•  Tlic  Natiniial  I'ni.in  ni  |.;.iilu,.:.  nn-n  i-  tin-  leading  iiiiinii  .if  Uriti-li  r.iil- 
way  empliiycs.  It  inclml.s  men  ..!  all  sirades  ..f  work,  t.m  i-iacialK  train- 
men, main'tcnaiue  omiil.ives.  hc-tlers.  porters  and  ^ifinal  men.  It-  in.ni- 
l.er-liip  ill  D.-c.-mlnr.  \')\(i.  was  -tat.il  as  ,i40.000.  The  As-,  eiated  Si.cuty  "i 
I.tic.imotivc  KiiKiiieers  an.l  Firemen  incUules  only  enRinemen.  liremen  ami 
hiistl.rs.  It,  memlier-liip  is  .Vi.OlK)  ..r  less  tlian  one-half  of  tlie  -lasses  men- 
tioned. The  Kailwav  Clerks'  .\-s, ,ciati..ii  inclndes  agents.  -tati..nmasters,  and 
clerks.  Its  menihership  in  1917  i-  (int  at  52.000,  a  majority  of  the  clerical 
workers  on  ilie  railways. 


(.KK\-|     IlKlr  AIN 


95 


Tin-  inii.iii>  iii~i-ti.-<I  that  tin-  iai!\\;i\-   -ImuM   rt\-. '.utii/f  the  cin- 


i\  IlK'llt 


il    wniiii-ii    >trKllv   a-   an    i'iinr^;ciii\-    pr^N  l•^ll  ji.. 


Ii 


m'luTal.  till.-  \ 
tuiilar  mailr 


iiKii  wt'if  alliiwfil  iIk-  imiiiiiunn  jia)  "l'  tlicir  |iai- 
,1   \\.  i-k.  wliuli   >\a-  K--  than  uh-\   "i  tin-  men   rc- 


ri.'Ui'(|   inr  till-  -aiiif  ki 


the  a-^iL;iiic 


IlMxill    III    -I 'IllC 


iii^taiu  r~ 


.■inu    thai    llu\    w 


rkv'l    -li'>il'V   lunr-.   nv    wlicrr    tllc^ 


.rkfd  .-(Ilia!  linui-  that  ilu'ii"  wiik  wa-  If--  i.i"iuicnl  than  that 
I  hf  I  hu'l'  i.hjriMv  II-  '.ir^rcl  h\  IiaiK'  niiii  iiii-I- 
aii   I'-Iahh-hfil    ni'hi-Itial    tartar   in   tiiiii'   '^1 


|nrli  iincil 
!■  >   w  I  -mail 


ll\     IIH'll 


II    -rt    Icirili  a-    1' 


1  I    W 


i\\<'r  ] 


iu\f    fatf- 


-itR-i'  \\  1  Hiii'ii  ari'  w  illni;<  ti 


lah- 
at   a 


ratf  than  nifii ;  i -' >   ui'l  i-'HhirIi-  with  an.'.  .Iruo  •  ut  man  lahn--. 


(.■>i)i 


ialK  wIk'H'  ni'w  atit' mialK' niachnurv  ha- 


.■n  intr.  .lUufii  a> 


lalKir 


•a'  niL 


k'Nirt'  -nuT  t'K    war 


cnliiliti..n-  that  arc  iih\-uall\   ami  n 


hr. .kc  ..lit ;  I  ,^  I    will  k';iit  i" 
1.  iralK   ..liiiHii"ii.'i'il'-'.  --"^'li  •'" 


iiijurK'-  t.i  luaUh  am 


1  c\iK  (Ilk-  I"  inin!;liiiL;  ni  the  -cxc- 


IKU 


tnu'iit    .1    llu'    Mililar\     Sit\  uc    hili    in     lair.iai\. 


I'lW. 


■In  tho  fUim-m  i<\  uni\rr-al  halii!it>   I"  nnhlary  -ci  vR-i'  iiitn 


till-  railwa\ 
tin-  I'lit'orri' 


aiKir  ]: 


RaiU 


a\    mil. 


w  err  li.  it,   iliulcr 


iiK'iU   .il   till'  ail.   tnati'd 


iicnal  cla-- 


Ci  :n-i 


kr 


llHl' 


ii-creti"!!   \\  a--  |. 


anil  ill  ilic 


ham 


1  iaiiwa\   man- 


a-  t..  tiR'  ik",^ri'i' 


(li-pi-iwa 


hi. 


1. 1  tiK-  railw  a\ 


(Ut  whicii  tlu'-i  ili-cn-iii'nar\    p.  .wcr-  witc 


til  wliR-h  any  particular  nii]iliiyc  was  in- 
-ir\  ice.      riie  ,t,aMK'ial  •n-.inu'tioiis  un- 
to he  iitih/c(l  apiH'ar 


1-. 


i.r  t'N:ini|ik-.   a-   tin    ri 


-uli   ..f   a   r.  .ntrri'iiii-   I.|.l\Mi-n    a   C' .iiiniitti' 


.f   tlic 


Kcm-ral  maiKiKi- 
tl 


am 


I  tin-  Xati.inal  Liii.ni  "t   KaiKvayiiK-ii 


lulil  ill  July,  mi 5. 


onimiUi.e  « n 


itf  tlR'  I'nion  as  l-ill.' 


I  am  iK>irf(i  t.)  inf.irm  you  that 


the  KfiH-ral  iiiaiia^;ors  have  rcvicweil  the  nquct  niaile  tiy  your  union  in  re-jioct 
,,f  the  poMtinn  aii.l  i.ay  of  woiiun.  ami  th.y  agrei-  that  the  mi  nioraiulum  re- 
ferred to  he  anu-m'eil  a-  under 

ki-il   |..r  anil  gi\en  ihal  the  employment  ..i  women  m 


\n  assuranee  \\a-  a 


capacities  in  w 


liich  tlie\   hail  n..t   formerly  lieen  employed  was  an  emeri^tnc 


pn 


ivision   arisinii   out   ol    cireumstai 


ices   created   hy   the    >..ar   and   wou 


prejudice    in   any    way   any    un 


dertakiiiH    Liivin    hy    the    coniiMiius    a- 


Id 
to   thi 


It 


ii|i!oyment  of  men  w 


ho  had  joined  the  e 


.lo 


the  conclusion  o 


f  the 


was  aKn. e 


d  that  the  ctnplovment  ot 
Iv 


women  durinji  the  war  in  capacities 


vliidi   the-     .lad   not  heen   previously   enil>lo\e(l  is 


an  emergency  provision, 


th. 


lUt   ..1    tile   w:l 
f 


ir.  ami   i-   \,  iilioni   prejudie 


tl 


le   ueiiera 


1   ime-ti  111    of 


ivment  nt  women 


rile  I'ay  of  women  cmiiloyeil  in 


prior  t.i  Au^'U 
of  the  erade." 


St.  1914.  for  the  duration 


srades  in  which  they  were  not  employed 
f  the  war.  shall  he  the  minimum  pay 


% 


W  \1<    \l)MINI-n<  \TIO\  Ol     H\U  WAYS 


Ik'Iow.      riic  >i>;tiiricai 


il  plir 


1>U    !.•> 


ihc  tir-t.  wliich  calls  iMily   I'ur 


Mtch  men  as  "ran  1)C  spaiei 


artu'tilar 


1  ,    \\  lui!  11  is  1(11111.1  at  any  place  that  a  man  nf  any  ] 

1)0  spared,  the  ymmgest  iinmariicd  ni 


^raile  or  liositiuii  can 

under  the  age  t>l  31  and  fit  tor 


;in 


foreign  service  should  go. 


(2  I   li  there 


1-  no  sin; 


le  iii:in  mukr  the  a>,'e  of  31  available, 


1  man  under  the  a: 


ol  Jl    with  the  fewest  chiMn-n 

ih 


llic  marnei 

,  uiuUt  14  vears  ..f  aj;e)  should  U-  selected.     In  cases  where  iiic 
nnnil.er  ol  children  in  family  is  eciual.  the  youngest  man  should 

Ix'  released. 

(3l  If  aiier  all  single  and  married  men  under  the  a-c  oi  .si 
and  lit  for  foreign  service,  and  who  can  l)e  released,  have  Uccii 
exhausted  an.',  it  is  >nll  jvissihlc  to  release  men  from  any  grade 
or  position,  the  vouiigesi  s,„gle  ni.aii  U-tween  the  ages  ot  31  and 
41  aiKl  lit  for  foreign  service  should  be  release.l.  and  altcrwarus 
the  married  man  l-cusccn  the  ages  cf  .U  :m.l  ^  uiih  the  feuot 
children  under  1 1  years  of  age. 

Fur  -cvcral  vears  prior  to  the  \N;ir,  railway  uages  in  l-.iiglan.l 
uere  on  the  i.i.u:n-d  trcii.i.  in  IMl.  as  tli.  rcMilt  ol  a  thr.at- 
rncd  ucncial  strike  ..1  railway  employes,  adjustments  and  ad- 
vaticer  ucre  f..rced  on  ilie  railwayv  As  a  con.llary  to  these 
adsamcs  was  the  promise  of  the  governnicnt  to  enact  a  la^  pcr- 
miitmg  railuav.  t.-  rai~c  rales  !■  t  the  inirpose  of  raising  sutli- 
ei.iit  revenue  to  mret  these  wage  advances.  The  law  was  passeil 
cirlv  in  1"1.>  alter  o  .ii-i'lerable  debate  and  in  July  of  that  year 
ihc'iailwavs  attcnipie.l  U>  make  effective  certain  freight  rate 
increases,  averaging  about  f.nir  per  cent,  so  as  to  counterbalance 
the  wacc  increa-es  of  l'»ll.  These  rate  advances  were  held  up 
l.y  tlie  government,  and  di.l  not  become  general!;  elYective  until 
early  in   1''14,  ..r  onl>   a  lev,   m..nths  hef..re  the    .•.ubreak  of  tl.e 

war. 

During  this  peri,  d  ■  t  irci-ht  nite  a.ljii^tmciH,  from  1"11  to 
1014,  n()  general  wage  advance  had  taken  place  (.n  the  Knglish 
railwavs,  although  the  railway  unions  were  consistently  work- 
ing for  higher  rates  of  compensation.     Under  the  so  called  Kail- 


CKK  \l    KM  1   MV 


97 


(    iHR'llKlllMll    SlluMllC 


111 


aiiic  illiM  live  .•arly   iii 


I'MJ 


tlu'  .iniMii,  c.itl.l  .uur  ii  Vfar'^  n-luo  -i  their  iU-.i;c  in  ;i1k,ii.Ii 
llu  ..,  iicnu-,  nn  an.  .late  ali.r  \..vuiiKer  o.  1"13.  Hie  unions 
v.Tv  Ki'"i'i;ill\  I""-  ailwuila^^c  -t  Ihcii-  privilege  nti  that  .hitf, 
iini'iivin-  the'railuay>  that  on  Nnvrinl-i  M\  l-'lt.  tlu-y  voiihl 
o\iT.:-c'  their  ri.i,'ht  to  i(|.ii'hatc  ilie  <  ..iK-ihatmn  ^rliciiu-  aiul 
w.iiiM  cNiicrt  thoroiiyh  readiiiMiiicut^  in  the  wa;;e  -.eale.  i  hiou-li- 
.nii  ilie  spriiiii  ami  early  sininner  ni  I'lll  the  unions  uere  eii- 
-ai^eil  in  conferences  with  each  ..ther  an.l  m  iieL;-tiatioii^  \Mth 
the  railway  managers,  hm  the  uar  l.roke  out  l>cl..:e  delinite 
a-reeiiient>  on  waije  reailiiiMuient.  were  reaihe.l.  On  (  Vtol.er 
1,  l'il4.  the  ttnions  ai,'rce(l  with  the  railways  that  the  exi.tini; 
Concili;inoii  Scheme  -should  continue  in  effect  until  "ue  or  N'th 
side-  -a\e  ~i\  week-'  ii-tice  -I  ahro-atioii.  Tlii-  wa-  tin'  so 
called  liKhi-lnal  rriuc  ii  \'n?  a  new  scheme  wa-  prnixi-ed 
l,y  mutual  auieement  of  the  .'ailway-  and  the  union  nfficiaU.  Init 
'Aa-  reieci.'d  at  a  .i,'eneral  nieetiiiL:  of  the  National  Union  of 
Kailwayineii   in   the  sprinji  cu'    1"K,,      \e-otiations   were  ai^ain 

1  XI, i^  Conciliati^.M  Sclu-mc  was  tlic  ri-iiitt  ■■f  nuitiial  aKrenmnt  Let  ween 
tlic  railwav  iininiH  ami  tlic  rompani.-i,  aiul  prnvi.lcd  for  tlic  creation  nf  l  on- 
ciliuion  lioar.l^  nii  eacti  railway,  t.n  wliicli  hntli  the  company  nnd  the  <-m- 
nloVcs  should  have  representation.  The  scheme  was  criRinally  nut  mto 
on/ration  in  rO/.  hnt  was  modified  .%  ■  r.-ult  of  the  Rrneral  railwa.-  fiiikc 
of  Mum-X.  !'>11.  All  >intk-monts  hv  .e  Conoiliation  Hoard-;  were  .indrng 
during  the  period  oi  operation  of  the  scheme. 
■■•The  exact  lanKiia',-e  of  this  truer  was  a-  I  .How- 

"That  notwithstandinK  the  notice  of  deicrmiuation  which  expires  on  .0 
\,  v.'mh.r  t''14  th.-  -clumo  of  conciliati.m  s.  ttU-d  at  the  Board  ..t  I  rade 
conference  on  11  IJcceml.er.  1911.  shall  remain  in  force  and  that  the  mens 
sides  of  the  hoards  on  each  of  tlie  vcv.rat  railway,  as  at  present  c.MisUtuted 
sirdl  continue  to  act.  provi.led  that  either  the  railway  companies,  tiic  National 
Union  of  ;;nilwavmen,  or  the  Associated  Society  of  Locomotive  l.nRineers 
and  Firemen  may  give  six  weeks  notice  to  determine  the  ai.'r.emcnt.  an. 
tlur.npon  the  parties  hereto  shall  aijrec  as  to  the  arranKenuiits  I.-  be  a.l-ptol 
fnr  the  fuaire.  .    .  .  .  ,  . 

"It  was  further  aKrec.l  that  all  existing'  contracts  an.l  c..n.liti.ms  nf  service 
shdl  remain  in  operation,  and  that  no  new  agreements  shall  be  made  hy  the 
comi.anies  either  with  .l.initati..ns  ,ir  (■oiKMliati..n  B..ar.U  duruii,'  tins  sus- 
pensory perio.l."  ...  .  .1 

The 'provisions  of  this  truce  were  restated  in  subsequent  aRrcoments  be- 
tween the  uni..n.  ami  the  companies  Tlr.i^,  the  a-'rr,„„  ,U  .1  "-".b,  r  b, 
191^  carried  the  f.dlowim;  as  its  final  pmviMon:  (61  It  is  afirccd  that  the 
truce  entered  into  at  the  meeting  between  the  parties  hereto  on  October  1, 
1914  sliall  cintinue  in  f..rce  until  tbe  asreenient  n.nv  made  is  determined. 
The' same  pro\i~i.'n  appearo.l  in  the  asrcment,  of  Soptcmher.  191',,  .-.nd 
April.  1917. 


44 


98 


W    \l<     \I'M  I  M~  I  UATION   Ol     K  Ml  '\    ^^  - 


resumcil  in  l'»17.  )ml  without  ilftiiiitc  roiilt,  »-  lar  a>  minima- 
tioii  is  availalilc  al  the  |)ri.>tiit  writiiij;. 

hiasnuich  as  some  three  years  had  passed  sime  a  general  revi- 
ion  of  railway  waRcs.  and  iicKutiations  for  a  revision  were  under 
way  at  the  time  war  broke  out.  the  stajje  was  set  for  wajje  de- 
niau.ls  on  tlie  part  ><i  the  raiUvay  employes  soon  after  the  U-jjin- 
ninj;  of  hostilities.  Tluve  dtnuinds  were  made  insistent  l)y  rea- 
son of  the  steadily  n-mj:  o.-t  oi  living'  sinee  1'>U  an<l  the  es- 
pecially sharp  njitnrn  in  prices  after  .\nj;ust.  I'M 4. 

Helorc  turning;  to  a  discussion  ot  \\a;;es  of   British  radway 
employes  who  remained  at  tluir  po-ts  dnrinj,'  the  war.  we  may 
plance  lirielly  at  the  tinancial  situation  of  tlie  men  who  enlisted. 
The  railways  (|uite  generally  made  allowances  to  men  witli  de- 
jKMidents.  in  ad<lition  to  their  regular  army  ]>ay  and  separation 
allowances,  designed  to  make  it  reasonably  certain  that  at  least 
the  equivalent  of  four-fifths  of  a  man's  normal  eamin^'s  reached 
his  family  dm  ini;  bis  absence.    What  the  War  OtVice  turned  over 
to  the  private's  family  each  week  varied  according  to  tb.-  size 
of  the  familv;  for  a  wife  only  it  amounted  at  first  to  1 1   -    1  ■!  . 
villi   1   -.  o  ,1.  ;i,l,litioii;il   inv  I'.-icb  dependent  child  up  to  three, 
aii,l    1    ~    2  d    for  each  child  after  the  third.     Alnnit  one-third 
111'  till'  ,1111011111  of  these  pavments  comprised  allocations  -et  a^ide 
1>\-  till-  -oviriinicnt    from  tin-  -olilicr's  pay,  while  tin-  i<iii;iiniii,L,' 
two-tbir(K    ri'pre-eiitcd    the    ,u"veriimciit    -eparatioii    allowance. 
On  nctolicr  1,  KUI,  the  sr;ilc  wa-  increased  to  ]2  <.  6  d.  weekly 
for  ibe  wife.  2  -    <•  d,  i>cr  child  .iilditional  up  to  three,  ;iiid  -'  s. 
for  nd\  cbiM  ai'nr  the  third.     On   March   1,   l'M.\  the  weekly 
allowanic  for  cbildrcii  was  .ajjain  increased  to  .^  s.   for  the  first 
child,  2  -.  C)  ,1.  lor  tin-  second  child,  ainl  2  s.  for  each  child  after 
tin-   second.      Motlurless  children   were   ;;ranted   each    ."^    v    per 
week.      'I'o   tbc-e   amounts   tin    i.ailwavs   added    whatever    was 
ncce-sarv  to  hrini:  the  tot.al    lainilv  allowance  to  not  less  than 
foiir-tlftlis  of   tlu-   man's   nMrinal    iiironi(>       In    tin-  c.i-c   ot    the 
lower  paid  men.  it  sometimes  ran  e\en  ;i1hivc  four-fifths,     i  cr- 
tain  privilefjcs  and  perrini-itcs  were  u-nallv  retained  by  in<-n  who 
joined   the  colors,    -m-b    ;is   coiuiiiucd    occnjiation    of    conip.my 


r.REAT  nRITAIM 


99 


li.n.,>.  ihc  rif^lit  to  purchase  c.il  at  .lu-ai.  rates,  contimiancc  of 
iiH-mU'i-liii)  111  i«-ii>iMn  fim<ls,  etc'  Aj^aiu.  sonu-  of  the  unions, 
Muh  a-  ihf  National  I  uioii  of  Kaihvavnicn,  iarric<!  enlisted 
nifii  "II  llieir  rolls  witlmui  callmL;  'M'""  '''''"'  '"  ''■'1'  "i'  "'"'"" 
dues  or  cilur  ]HrMilual  jciyincnts. 

One  ol'  ilif  lii-i  problems  to  conironl  ilic  railway^  ua~  that 
of  \va!?e  iiliii-tiiients  for  employes  who  contiiiiu<l  in  railway 
service.  These  vvape  adjustments  were  at  first  made  under  the 
iiatiic  of  "uar  I>oniiscs."  serving'  temporarily  to  increase  wa^es 
witliont  luakiiiK'  the  settlement  permanent  or  closinfj  the  <l(X>r 
to  post-war  iie.L,'otiations,  That  i-.  ilie  "war  Uinuses"  were 
simplv  temporary  c\peilieni>,  ne},'otiated  under  emer^'ency  con- 
ditions and  designed  t''  leave  the  whole  que^ti^n  of  n'Tinal  wa^e 
levels  to  In'  re'ipeiied  and  discussed  ilc  noz'o  ai  tlu-  el^-e  "t  hos- 
tilities. r.eKinnin}^  in  \iimI.  l''ir,  the  war  Ilhuw  prineii-le  -lad- 
uallv  j;avc  wav  before  the  lUM.-teMt  demand  .if  the  union>  that 
the  incre.ises  he  ret^arded  as  t^tu^i's  railiei  tli m  Iniini-es.'' 

■["he  exteiii  to  whifli  the  railwav-  have  pa;  tiri|i.-ited  in  the 
hiirden  of  llie-e  .\ar  Ihupi-i-  ami  adnNtineiil-  :-  \er\  -li'.;ilt. 
Thev  a--nined  .  .|ie-(Hianer  "f  llie  In  ~l  Imnn-  ■\  three  and  two 
shillin.y's  per  weel-  t..  enipl.i\i-^  nnder  the  (  MiuiliaiH '11  .Scheme, 
in  consideration  oi  the  .dx.liii.  ii  of  the  |>rovi-.o  a-  to  tlu  pro  rata 


1  Wliilc  tlu'-c  iiaMiuiils  ami  irriviKni*  «'-rc  (granted  liy  tin-  iiidivi'lu.il  rail- 
ways I"  tlifir  i-in|ili)yo-.  tlicy  were  KciuTal  iihiukIi  to  warrant  utficial  ncitices 
from  the  Railway  Kxrciitiv.'  rc.inniittio  a«  fi>11i'\vs: 

.■XuKU'.t  li,  Wl-i.  "The  railwiiv  comiiaiiies  liave  arraiiKcl  t"  keep  open  posi- 
tions for  Uc-MTvi-ts  anil  Tiiriturials  wlio  have  joined  the  colors.  Th,-  com- 
panies will  aUr.  make  allowance  to  the  families  ihirinn  th.  time  the  men  are 
absent  from  their  honus,  and  will,  when  necessary,  pay  the  subscription  to 
the  companie^'  Miperanniiation  ami  provident   fnnds." 

An^nist  27.  l'M4.  "We  are  anthorizeil  to  state  with  regard  to  Army  Re- 
servi'ts  in  railwav  -ervice  w!io  have  joined  the  color-,  the  railway  com- 
panies have  arraiiKCil  to  snppUnunt  the  army  iiay  and  allowances  in  such  a 
manner  that  the  families  will  he  n^aintained  in  circnin-tance-  which  shovild 
avoid  hardship  dnrinu  ihc  ah.sence  of  the  hriad  wiiiiur  of  the  family.  Occu- 
pant«  of  the  companies'  lionses  will  not  he  disturhecl.  This  aKo  applies  to 
the  families  of  Naval  Reservists  and  Vohinfr.rs. 

"In  addition,  on  the  relnrn  i<(  the  men  from  ictive  service.  (:ositions  will 
he  fmiml  for  them  on  the  railways  ecpial  to  th..-e  they  formerly  occupied. 
If  through  any  oversight  any  family  t'mds  itself  in  want  of  a-Mstance,  the 
attention  of  tlir  railw.iy  company  conciTiud  -.liouhl  he  at  once  called  to  the 


case. 


page  103. 


IOC 


\,AK    ADMIM- I  K  \1  inN   ni    KMIW   ^^- 


I  '  -'"■ 


mluctuM.  ni  ,K'i   inc.iR-  hy  al-ui   tun  and   n„c-l.a!l   l-cr  cent; 
all  ntlicr   ua^c  advance,  have  l-vcn  .miarantee  1   Ny   the   ^..vern- 

"'tIic  tir<t  war  bonus  was  arranged  between  the  railuax'.  and 
the  two  principal  unions  (National  Union  of   Kai'wavnien  and 
the  Associated  Society  of  I. .on,,, live  Engineers  and  I-.re>nen) 
un  Fehruarv  l.>.  l'M5.  and  applied  to  such  employes  of  the  l.n- 
j,dish  raihvavs  as  were  then  covered  hy  the  Railway  Concihatu.n_ 
Scheme.'     The  unions  had  demanded  an  all  rotnul  mcrease  ot 
5  s.  per  week  in  tlie  >ummer  ••(  1"14,  UMore  war  was  dreatiied 
of.  and  this  demand  was  repealed  in  January,  1"15.    After  s,  me 
nei^oliation.  the  raihvavs  -ranted  their  men  a  war  bonus,  am-unt- 
inj  to  o  s.  a  week  to  men  who^e  standanl  wage  rate  was  under 
30  s.  per  week,  and  2  s.  to  tho.e    .hose  rate  was  M)  s.  or  over. 
The  averairc  of  this  bonus  was  al>out  2  «.  (.  d..  or  one-halt 
what  wa< 'demanded  bv  the  imion^.     In  June,    I'M.V  a   special 
war  bonus  amounting  to  1  s.  6  d.  a  week  was  granted  to  em- 
plovcs  under  1 S  vears  of  age  engage.l  in  train  oi>eratK)n.      i  hese 
two  bonuses  were  enlarged  in  (X-tol>er.  I'H?.  bv  being  increased 
to  5  s.  in  the  ca.e  of  adults  and  2  -.  <-  .1.  for  1h.><  mider  18  as 
the  result  of  an  agreement  between  the  unions  and  the  railways. 
\t  the  time  these  Octobe    bomi-es  were  granted,  it  was  agreed 
between  ihe  Xatinual  I'nion  of  RaiKvaymen  and  .\ssociated  So- 
ciety of  L-xomotive  I-Jiginemen  and  1-ircmen  on  the  one  hand, 
anfl  the  railwav  comp.anies  on  the  other  hand,  that  the  Octol)er 
"scale  should  remain  in  f..rce  as  Lmg  as  the  government  wa^  in 
contr(.l  of  the  railways,  subject  to  termination  thereafter  on  a 
month's  notice   from  either  side.      During  this  pi>rind  the  two 
unions  Iwund  themselves  not  to  make  anv  addiii.aial  demands, 
nor   to  authorize  or  countenance  any   effr.rts   in   that   direction 

~MAM,ilo  the  roa.ls  s.-om  .luitc  K<iH-rally  to  liavr  afi-lK.!  tlu  1;'.>'"'^  J''  •'" 
their  employe,  thci-  .j;recment  to  assume  one-quarter  of  ■.,  ai>pl.e.l  ouly  to 
navmems  to  men  covered  bv  the  Concili.ation  Scheme,  wh,.  .ompn-e  'ome- 
Xt  more  than  ,.ne-haU  of  all  BritiM.  railway  emplovc.  The  pr.nnpal 
classes  not  comprise,!  in  the  Conciliation  .Scheme  are  mechau,cs  ='n<lj';t'^2."S- 
cerks  laborers  inspectors,  stationmasters,  an.l  m.scellaneous  workers  The 
Scotch  railways  a«ree.l  ^■^  virtually  the  same  bonus  a  few  days  after  the 
Enfilish  roads. 


(,l<i:\|-    IlKITAIN" 


KU 


on  tin-  iKirt  I'f  tlii'ir  nmii 

lakiii   lo  make   '-ncli   clTcrt-.   ctYcctivc. 


iilx.'!--.  Ill  if  to  -upiiort  any  strike  '.i 


ndiT- 


In  Aumist.    l'Mi>.  the  unmn: 


niL'  an  aililitimial   lionu'-  <> 


f   10 


Iirnke  thi>  compact  1)>    dcmaml- 
ner  week,  but  endeavored  to 


avoid  the  apiiearaiiee 


)f  violatini'  tlieir  aL;reement-  m  part   by 


<mi 


tor  it  as  a  \\aL;e  advance 


rather  than  a  honn-.  and  in  part 


n  rat  Ion  o 


f  the  war. 


Wh 


tl 


Us  (le- 


L-risis  was  precipitated  l>y  the  threat 


hy  pleadin.t;  the  nnexpect  1  d 
niand  was  under  discussii 
of  a  strike  on  the  part  of  the  South  \\'ales  Di-^trict  of  tlie 
National  Union  of  Rai'waynien.  'I'lie  railways  offered  .^  s., 
which  \\a->  refused,  and  after  t!ie  I'.oard  -i  Tr.-ide  had  inter- 
vened, an  aiireemeni  \\a-  I'maHy  reached  hy  which  th.e  existing 
bonuses  were  <knibled  to  Iff  ^.  for  nun  and  .^  ^.  for  l«'ys.  These 
increases  took  effect  on  September  K..  I'Mo.  Ai;ain  in  March. 
l"ir.  the  unions  demanded  an  adih'tion.i!  In  v,  leceivinu"  in 
April  ?  ■^.  and  2  s.  C<  d..  rcsiicetively.  Thi-;  n:adc  the  total  war 
bonus  to  d.ite  1  ."^  s.  per  week  for  men,  ami  oiu-lialf  that  amount, 
or  7  -;.  ')  d.  for  bovs.  In  addition,  variou-  bonuses  h;i(l  been 
q-ranted  to  women  and  crivN,  bosituiins::  in  SeptcmlK-r.  1^16,  with 
.1  s.  weekly  to  women  and  oticdialf  that  aniomU  to  yirls  un<ler 
IS  year<:  the^e  bonn-e^  were  incvc.i<cd  in  A]iril,  V'^l".  to  .-^  s. 
r.  d.  and  2  s.  '^  d..  respectively. 

\moni:  the  -hop  workers  similar  increase-  were  being 
made.  The  lir-t  war  bonus  was  L;ranted  in  February.  1"1,^.  and 
amounted  to  3  v  per  week.  Thi-  wa<  later  increased  t-  4  s. 
for  time  worker-,  and  10  lier  cent  for  piece  worker-.  In 
Seiitember.  l<''Ui.  thev  receivcrl  an  ;i(Mitional  .=^  -.  per  week. 
\1    the    be-innim:    of    1"17.    a    lar^-e    part    of    them    were    in- 

1  The  demand  wn=  coijclied  in  tlu-  foUnwinK  language:  "That  inasmuch 
as  ttic  Rovernment  has  taken  no  effcc  ive  steps  to  control  the  price  of  the 
necessities  of  hfe.  this  committee,  in  nniformity  with  the  mstriictions  of 
the  annual  cencral  mectins:.  decides  (o  make  an  anphcation  to  all  the  railway 
companies  in  the  l-nited  Kincdon,  for  an  mcreaso  of  0  s.  per  ueck  or  the 
«hoe  of  our  mem1>ers  on  the  followms  Rrounds:  (11  that  the  duration  of 
the  war  has  exten.led  hevond  the  period  contemplated  hy  the  contracting; 
parties  to  the  present  acreemenf.  (2)  that  the  cost  of  commodities  has  riser, 
and  is  still  risiuR  in  a  hicher  proportion  than  is  warranted  by  the  present 
earninps  of  our  members:  which  are  insufficient  in  m.iny  cases  to  maintain 
decent  conditions  of  life." 


i 


I  1 1 
1 

I 


>u 


102 


W    \l;    Aii.MlM- I  K  Mlli.N    Ol     RAILWAYS 


eluded    umlLr    the    iLriii.    <n    an    ui^i^'cnicm    lictuecii    Uil'    cratl 
unions'  on  the  •<m-  lian.l  and  ilic   l-.ii-mccring  Kniployers'  Fed- 
eratiun  on  the  ..iher  hand,   wheiehy  both  >idcs  agreed  to  allow 
the  ,;^overnnient  (  onuuiltee  on   I'mdurii.  ai  to  consider  the  ijrol>- 
leni  nt    \\aL;e  ad  iu-tnieiil->   three   tinie>  each   year,   in   hcbruary, 
lune  and  UclolK.'r,  and  to  make  >ucli  increases  a>  nut,'ht  seem 
'-iistitied  l)v  o.iiditions.    The  railways  were  affected  by  this  as:;ree- 
nieiit  ill  >o  far  a-  certain  of  dieir  craft  or  ■-linp  workers  were 
concerned,     rn-ler  the  a.t^Tcenieiit  the  Coniniifee  on  PnHluction 
in   l'ehniar\.    l'»17.  awarded  5  -.  a  week  a-   an  additional  war 
h,.mi-.  ai.d  ;n  June  still  another  .1  s.  tonie-i     .er  IS  and  1  >.  <>  d. 
to  l>.i\~  under   IS.      This  la>l  award  hccanie  effective  .Vii.y^nst  1, 
l')17.      Ihe-e  -aiiie  iiiciea-es  were  abided  to  the  weekly  earnings 
of   piece    wnrker>.    i)icniiuni    worker^,   and   other.-,    who   worked 
c>n  >v<teni>  of  paynient  according,''  to  re-nlt-,  and  were  made  "as 
war  advances,  intemled  to  a»i-t   in  mectiiiL;   the  increa-ed  cost 
of  livinj^.  and  to  l>e  rcco^nizetl  as  due  to  and  (kpendeiit  on  the 
existence  of  alm-rmal  CMii<liti.  ins  now   prexailiiiLr  in  con>e(pience 
of  the  war."' 

Salaried  eiiiploxe-  were  uududed  111  the  warl.onu-  >cheiiie  on 
lu'y  1,  rdh.  Men  rcceiviiiL;  Ic--,  than  i.'"<'  l'<'r  year  were 
i^Manted  an  anmi.al  war  i(onn>  of  I'l.i.  or  3  >.  ])er  week,  while  tho.^e 
wilh  salaries  iKtween  iJ""  and  t_Mo  receiveii  -ucli  aiiiuunt  as 
would  hiiiii;-  tluni  up  to  tJl.v  Yhv-c  honu-e-  were  douhled  in 
Se])leml>er.  l'*16. 

I'])  to  April.  l''ir,  the  war  Imhuis  principle  was  strictly  ob- 
ser\ed,  hoth  in  connection  with  increases  to  trainmen,  to  clerks, 
and  to  4iopircn  and  other  workers.  The  ]i,articu:,ir  U^arin^'  of 
tlii-  tact  on  the  railw.iv  w.i^e  situation  was  that  heinjj;  in  the 
ii.ature  oi'  special  -rant-  ratlu  r  than  addeil  watjes.  the  IxMUi-es  did 
not  ai>plv  to  overtime  01-  Sunday  work,  payment  I'or  which  was 
computed  at  the  old  r.ates. 

>  liritisli  lailwav  cmplnye<;  In-InnR  to  many  so  called  craft  ^r  simp  iminns, 
wliosc  memliersliip  is  drawn  from  various  industries.  In  l'>15  thirty-two 
of  thcsf  craft  unions  farmed  a  Railway  Shops  OrRani^'ation  Comtniitee 
Amonn  the  crafts  represented  on  this  committee  were  toolmakers,  machinists, 
electrical   worker-,  brass  workers,  painters,  and   mnUlcrs. 

'  Nnilzivy  Gazelle  (London ').  July  27.  1917.  p.  '>7. 


(,K1--AT    IIKIIAIN 


103 


P.egiiiiiin.L;  willi  tin."  A|iril  .i;r;im-..  linw  c-.  cr.  tlic  war  l)Mn;is  prin- 
(.■i|ik'  -linwf.i   M-n       1   cnimlilin,L;.      llic  lu'-ntiations  Icadin.i,^  up 
t.i  tlK^r  ^ian!>  wen-  fiiuliuifil  \>y  t!u-  kaih\ay   I'.xi'cutivu  ( cin- 
iiiitUT  a.iiiiL;  a^  Muh  lailuT  iliaii   u>v  the  iii(livi<lual  cHdiipanies 
(  a->  liail  iMniitrK  Ikmi  ilic  ca-c  i.  ami  the  aildiliniial  lH.IUl^  ol  3  s. 
wa-  iiLTinitlcd   1m   apiilv    in    CMiiiimtati-ii-    i"r    Smida)    \\<>y\<   as 
wi'll   a-   \\cikila\    (Imics.      Thi-   v.a^   llu-  .  ■ptuin.i,'  wc.l.m'.    which 
wa-  driven  Ik.iik    m    Xiipi^t.      Al   ilii-  tiinc   (  Aii.i^n-t   S.    I'M",) 
llu-   war  Ih.ihi-  "f    1?   ~.   pfi    wiik   wa-  hy   amTciiuiit    with   the 
Kaiiwa\    I'.xo  iilivi-  i  i  iiimiiiU'c  ciintritd   i.i   "war   wam-.      the 
ctfcct  ni   the  chaii,L;e  heiii-  U>  liriii-  all  the  inereasc-  mikt   1*M4 
into  the  calciilaticm  <it  ])ayiiients  for  overtime  and  Sunday  work. 
in  spile  of  the-r  various  coiices>ion<.  nnrt-t  CMiiiiimed  aiiionc: 
the  various  railwav  union-,   whieli   even   ihriMteiu-d   al    lime--  !o 
hreak   out    into  wpr-n   indu-lna!   warfaie.      1  )iiriiiL;   the   latter  part 
of    Xoveniher,    I'M,",    ihe    Xati'  iial    I'nioii   of    RaiKvaymeii   had 
ni'iler  consideration  the   fovnuilalion  of  a  iirot^rain,  or  -eiies  of 
demands,  which  laid  down  certain  minimnni  provi-ioii-  re^ard- 
iiiLT  hours,   rales  df  paw  holidays.  an<!  the  like.  an<l   called   for 
ei'ual    n'])rescniaiion.   hoth   nalion.al   and   local,   "f   ihe   Xational 
Union  of  KaiK\aynien  ujioii  the  manaijenient  hodics  of  all  rail- 
wa\s  ..f  ilu>  I'nited  Kiiiiidom.     These  demand^  are  -lill  ]iendin,L;. 
Iinl    the  ni'  nth  of   Xovcmlicr   wa-  ncUaMe    tor  other  reasons  as 
well.      In  accordance  with  the  ai^reenient  already  descrilied,  tlie 
r..miniltce  on   Production  had  in  (VtoU-r  taken  up  adiiisiments 
in  the  wa^e-  of  llic  simp  worker-      While  the\'  were  ->  •  eiiL^at^'ed. 
tlu-  cnL^inenun  and  tiremen  iletn.inded  additional  wa.^es.  with  Mie 
threat   to  strike  unless  the  demands   were  -ranted.       Ihe  (  oin- 
mittee    on    I 'i-oiluction    handled    iheir    easo.    and    in    Xovemker 
grained  lliein.  a-  well  as  the  sh,  ,|>  wnrkcrs,  a  total   ot   _'n  -.   per 
week.  »\hich   for  most  of  ihe  men  was  an  increa-e  ol   .■^  s.     The 
Xational  I'nion  of  Kailwaxmen  therenp'iH  came  to  the  Railway 
l'"".\ecutne  (,'ommitlee  w  iili  a  demand  for  in  s,  in  .-idditiMii  to  the 
13  s.  tlicv  wiTi'  receiviniLj  a-  weekly  war  writes.     The  whole  mat- 
ter was  adiustcd  on  X'<i\emlier  J"  U\    L^rantinL;  <>  -..  or  2\   -.   in 
all.  and  this  ■;rant  »\a>  extende<l  to  ihc  other  clashes,  making'  a 


104 


AH    AI'MIMSI  KAi  liiN    111     K  \ll.\\   \VS 


remral  a;l   rniuu 


'lovs  mil 


1  iiuTca-i.'  (.1   -'1    -.^   1"  all  ailuli  inalf  wi.rkcr.s. 

k,  iir  irniu  7  ^.  6  d. 


IcT  IS  were  iiK-n-a>(.'i, 


JilT   wcc 


to  lit  -.  'I    '. 


w  '  iiiK-n  .1  >. 


)!•  I  nun  .1 


0  c 


1.  to  8  >.  0  il. 


am 


1  -iris 


IS,  I  ^. 


'I  il.  to  4 


K 


aiiliiiL 


1.. 


Ill   ln>li   ;aih\a\    men,  the  railways  up 


to 


i"17  liail  uraiiteil  (■ 


L-k 


ih 


jniimei'iei 


1  and  5  s.  '.'  d.  to 
in   December, 


llie  tire;iieD.  ihe  ijenuinil  of  tlie'-e  two  elai 
l>il<i.  f.„  an  ailditional  10  s.  Iinm-lu  nn  the  ehaii,qe  in  the  status 
(.1  the  In-li  mad-,  'l"he  -nvernnienl  thereupon  '^iwx-  them  7  s. 
|,er  \Mek  in  aiUhtion  ii>  what  had  airea<ly  been  ,'j;ranted. 
I.atev,  liie  !ri>h  Railway  1-xeeiilive  roininittee  j,n-anted  an  all 
round  war  bonus  of  5  >.  in  all  einiiloyes  of  the  Iri-h  mads, 
which  beramc  eti'cctive  o  il  ".   I'^l". 

All  advances  to  railw.       .i.'t  or  shop  workers,   like  all  ad- 
vances to  other  classes   nf   railw a\-   emidnyes   were,   of  c(nirse, 
taken  care  of  under  the  government   (guarantee,   widi   the   -ole 
exception  of  one-fom'th  of  the  war  Iwiius  of  February,    1915, 
alreadv  noted.       ■rhi>  exceptimi  applied  only  to  workers  com- 
pri-cd  within  the  Kaihvay  Conciliation  Scheme,  and  only  to  the 
tir-t  bonus  of  alxiut  2  s.  (>  d.  per  week.     The  Raih.ay  Xczcs 
estimated  the  railways'  share  of  this  linnns  :U  aliout   £5.^3.000, 
or  nnt  far  from  $2,700,000.     Sir  .\lliert  Slaidey,  official  cbair- 
nian  of  tlie   Kai!wa\-  Executive  Cuinmittee.  recently  stated   thai 
railwav  w.ir  bonu-e-  then  ai,'L;re'-rated  alxnit  £25.i'<  "X'tOO.     The 
Xdvenilier  advance^    iu-t   docribed  have   increa-cl   tlii-;   -uin   to 
£33,OOO.IX«X  iir  m.ire  than  SK><i.niH).rt)(»,  per  annum.     It  is  clear, 
therefore,  that  the  Lrnvernmcnt  is  n;uaranteeintc  tin-  bulk  of  the 
uaije  incr-a~e>  i>f  the  railw.ay  employes  of  the  Tnited  King-doni 
since  the  war  began. 


CHAPTER    III 


Efficiency  and   Economy 


Te-ti 


\\\<^  :m  iiri;aiii/..Ui' '11  l>y  it^  jiliN^ical  lesults  is 


ilt^ 


>i  llic 


Mire-t  nR':i--uri  s  ot  ctliCRncv . 


ul^eil  according  to  lhi>  measure, 
the  operatic  111  iif  tiu'  l'.riti~h  rai!\\a\>  uiiilci-  t;ovcrnniciit  control 
(.luring  the  war  has  liccn  a  success.  To  this  fact  the  ie>tiniony 
of  nianv  distinguished  Erituns  has  Ixiriie  evidence. 

The  first  great  t  .--t  \\a^  the  ha~ly  iiinliihzation  of  the  l-".\pedi- 
tii.inary  I'wrce  fur  pas.-age  to  !■' ranee  in  August.  1"1  k  So  >ud- 
den  \\a^  the  nuthreak  of  hostilities,  and  so  unprepared  the  I'.iitish 
public,  tluT  e\ery  nuAe  was  forced  onto  the  railways  at  pres-ure 
speed.  Troops  came  from  different  parts  of  the  cuumiy.'  were 
luohilized  at  various  points,  were  lran.--])ortei!  to  the  p^rt  of 
embarkation  (Southampton)  and  were  there  turned  over,  to- 
gether with  horses,  wagons,  field  piece.-,  and  count'e-^  other  e(|ui[>- 
ment,  to  the  sliipjiing  masters. 

\\'ar  broke  on  .\ugu<t  4.  Ten  <la\'s  later  the  tir>t  i'.ritish 
army,  120,000  strong,  were  i  r'laiice  with  full  e(|uipinent  and 
.-upolics.  Under  the  mobilization  schedules  iirejiared  years  Ix'fore 
the  war,  trains  were  operated  at  fixed  intervals  and  came  into 
.^outh,-ini])toti  every  12  minutes  fo:-  16  hours  of  everv  (lav.  or 
from  dawn  until  dark.  The  regulations  provided  that  if  a  train 
were  over  12  miiuites  late,  it  should  lose  its  turn  on  the  schedule 
and  -hoii'd  be  sidetracked  ui.iil  the  whole  troop  movement  \\as 
com|>leted.  Xot  a  single  train  lost  its  turn.  In  fact,  most  of 
the  trains  arrived  at  .'^oiuhampton  frrirn  20  to  3()  minutes  ahead 
of  >chedulc.  Tlii^  "\h'  mo\eiuent  of  the  l;r--t  I'xpeditionarv 
Force  caller!   for  L.^'Hl  trains. 

Of  the  effi(  ien.\    with   which  all  this  was  done,  the  Rai!:i'av 

'  .At  the  niithre.Tk  of  w.ir  the  reRular  suninur  ;irmy  m.ineuvn..';  were  under 
w.iy.  and  some  of  the  troops  were  on  tlieir  way  to  training  Rrounds.  In 
certain  instances,  tlic  troop  trains  were  actnally  li.ilted  en  route,  and  turned 
!:!:k-   toward   Southampton. 


4.;|- 


106 


\K     \l)MINI~rlM  IImV    m     KMI.WAVS 


I,  ua.:,  u-^l..kTtul  ,uliu\rnuiu  -1  l-il.  'l-'K'  '"  the  li^'ht 
of  l]arc>  and  arc  lami-^.  Nut  a  .uan  nr  l.,..-c  ua^  injured 
.\,,t  a  waL^un  „r  liel-l  piece  damaged.  When  medals  arc 
d„tnl.uud  the  lailuav  v...rker>  should  ccrianily  receive 
,1h.,„  I  he  aul.mialu-  departure  n\  the  trams  was  truly 
n,arvcl..u>,  thex  u.M'kcd  to  a  linie-tal>le.  an.l  uere  run  \Mth 
oreater  re-iilaritv  than  i^  the  ..rdmary  traHic  m  an  Au^nist 
hank  h..li<kiv.  A  hall  latlali-n  nf  uiianuy  marched  up 
hoiMcd  their  machme  l^uus  and  uater  cart  alK.ard,  chniDed 
,„■.,  the  uanm-  carriages  themselves,  an.l  twenty  minutes 
1  i,.r  thev  uere  oft.  I.ittle  more  time  was  expended  nixm  a 
■.|uadron  of  cavalrv  ,.r  a  Lattery  of  artillery,  althMii-h  thc-re 
were  hoi -es  to  1k,x  and  -mis  to  mount  on  truck-. 

Orticia!  te-tim-ny  to  the  -ame  end  may  he  loimd  m  the  state- 
MKMit  from  thr  (  )tt"uial  I'res-  I'.tireau.  undei  ate  of  Au^mst  18, 
p. 11  I'lat  -the  emharkation,  iran-portati' -n,  and  disemharka- 
,„,„  ,,,  ,„,„  and  More-  nncv  alike  carrie<l  throf.i;h  with  the  great- 
est i)..-,sil,lc  precis!.,!!  and  vMthom  a  siii,£;le  casualty." 

Men  hiuh  m  the  inihlic  life  of  j-.n.o-lai.d  Ixne  similar  testimony. 
Prime  Minister  A-ipii'li,  in  the  course  of  a  parliamentary  dehate 
in   Novemljer.    l'>14.    said: 

Xo  praise  can  he  too  lii-li  f-r  the  manlier  in  which  llie 
railway  comiianies  of  the  countr>  lischarge.l  the  dutv  ot 
transpo!-t  in  re-aid  to  the  l".xpe,litionary  l-nce  and  tlie 
various  m.atters   in   which   ihey   were  enga.^ed. 

Speaking  as  Secretary  of  War  Wfoic  the  Ilou-e  of  Lords  on 
August  5.   I'^U,  Earl  Kitchener  ileclared  that- 

Mnhili/ation  took  jilace  without  any  hitch  whatever. 
The  raihvav  companies,  in  the  all  imiiortant  matter 
of  the  iransiHirt  facilities  have  more  th;m  justitied  the 
c,,mi)lete  confidence  reiK>sed  in  them  hy  the  War  flthce,  all 
grades  of  railwav  services  having  lahored  with  untiring 
enerL;\-  and  I'atience. 


r.KK  \  I    i:!;ri  \1N' 


107 


Sir  Jiilni  I'lt'iK-li,  tlicii  I'niiim.ui'loi  "i  ilic  llnli-h  iHr^cs  in 
I'lainc.  Ill  Ills  iiiiina!  ili^pauli  ni  Si.-iiii  iiilie-r  ' '.  l'M4,  >aul : 

riic  tra]i>iiiin  'i'  iIk'  ir'H.p-  umiii  lui^laiul  Imtli  1)V  sea 
aihl  li_\  rail  wa-  I'lU'itcil  iii  ilir  h(-t  urili.T  aii'l  wulii-iit  a 
check.  I'iacli  uiiil  arii\c(l  at  in  iIc-~iinaUMn  m  tin-  country 
well  within  the  schednled  tiiiic. 

<  jiiDiatiniH  di  ilii-  kiml  (.-.lulil  lie  !iniltiiilii.'(l  iuaii\-  tinii.;.  I'rnin 
spect'lies  of  iiieiiilivi  s  •  <i  rarlianieiu  anil  •  itlar  publicists,  and  from 
\\Titiiij;<  of  many  nliververs  and  student-  el  the  raiKvay  >itualiun. 

RcL^nrdinL;-  the  earliest  etTorts  of  the  raii\\a\--  in  the  war,  there- 
li'ie.  there  \\a-  hardly  any  ilil'ference  "f  opininn.  I.aek  (jl  lalx>r, 
ecinsi.int  deiii.ind-  fcr  ilie  prKirity  shipineiii  of  nnluar\-  i,'Oods, 
ami  the  j;ieat  reduction^  in  pa^seiij^nr  and  i)r(linary  treit,dit  -er 
vices  did  work  hardships  on  many  hranclies  of  the  iravelinj,;-  and 
shippmiL;-  roinnmimv  a-  the  war  dra,c,'L:ed  aKinn',  and  to  that 
extent  imlicate  a  lowered  aliil;l\  of  the  r;iil\\ay>  to  render  direct 
serxice  to  the  piililic.  If,  however,  I'.riti-h  railwav  efficiency 
be  indL;ed  acconlin-  t'.  ability  t"  trans]>ort  trooj)-  and  tnilitary 
supplier  without  ciinfnsion  .-ind  on  sehednle,  the  mads  would 
seem  to  deserve  lii.i,di  ratinir.  'i"ln'  volume  of  their  traffic  was 
g-reatly  increased  over  that  of  normal  times,  and  this  traffic  was 
handled  by  a  labor  force  composed  in  part  of  relativclv  -reeii 
hands,  of  women  workers,  and  of  boys  .and  ,<rirls  in  their  teens. 
It  would  probably  l>e  accurate  to  say  that  a  lar^rer  anionni  of 
transportation  was  produced  wiili  a  smaller  and  less  skilled  labor 
force,  in  itself  a  hi-hly  efficient  record. 

One  test  certainly  sliould  l)e  applied  to  the  British  railways 
dnriiii:  the  war.  an<l  that  is  the  a;i;..nnt  and  ch;iractei-  <<\  their 
service  to  the  i,'ovcmment.  To  this  test  the  railways  measure  np 
well.  We  have  seen  how  fnllv  the  War  Office  depended  .  .n  them 
in  the  first  mobilization  period,  and  how  thorrt-.^hly  the\  met 
the  ilemand.  Their  nn'litary  transnortation  work  throuLrliMiu  the 
wh-le  war  has  been  of  the  same  hi^di  order.  Thev  contributed 
thousands  to  the  colors,  many  of  whum  served  in  France  in 
the  constrnctioii.   recnsiruction,   or  operation   of   war  railwavs. 


in 


108 


W  \i<    \|.\,  iNISTKVTinX  OT   UAII.U   \V> 


Thcv  l.>a„c<l  equipment  tu  Ik.-  shii.ped  cross-channel,  an.    con- 
trilnncl  l.ri.lKcs  and  even  rails  and  tics   fron.  out  thcr  own 
roa.lUd-.     in  fact  whole  hranch  hnes  were  .n  some  cases  torn 
„,.  ;n„l  trans,,.,rtca  iK^dily  to  France.    Yliey  loaned  skilled  men 
t„  nunntions  worl<s  and  other  l.ranches  of  war  mdnstry.    Sk,  led 
boiler  n.akcrs  fron,  some  of  the  railway  shops  ..ere  detaded  to 
service  in  naval  dockvards.     Many  of  their  -l-cks  an.l  harl.ors. 
an.l  half  of  their  -'(X^  an.l  more  steamers  were  turnc.l  over  to 
the  \dmiraltv  an.l  the  War  OffH-e  for  transport  or  other  ser%-ices. 
Companies  nndertook  car  hnil.lin-  an.l  repairing  m  their  own 
e.r  ,ho,,s  for  the  Admiraltv  an.l  the  War  OtVice.  the  result  heinR 
thai  ihe  huiUlin-  of  new  equipment   for  railway  purposes  was 
niateriallv    curtailed.      Normal    repair    work    wa.    iM-ea.er   than 
u>ual.  owinj,'  to  the  pressure  of  war  traffic  on  the  duipment;  m 
addition,  the  r.^ads  were  calle.l  upon  to  a.lapt  much  ot   their 
n.llin-  stock  to  the  unusual  demands  of  war  transportation,  such 
as  l.v'the  adaptation  of  freiffht  cars  to  carry  horses,  cavalry, 
artillerv   equipment,   an.l   the  like.      Some   r.^a.ls  supplied   tele- 
phones an.l  po.er.  others  han.Ue.l  naval  repairs  in  tluir  marine 
shops    while  siill  .nhers  un.leit..'k  various  forms  of  work   for 
the    ..overnm.ni,    entirelv    separate    fn.m    their    trans,K,rtat,<.n 
•irtn'hie^       M:nP    r,f  the  lar-e  r.'.a.ls   fitte.l  up  amhulance  and 
i.n.pital  train-  for  service  l.oth  in  l->ance  and  F.n-I.and.  -tretcher 
cars    hospital   diipv   rest  rooms  f..r  soldiers  an.l  other  conven- 
ie,K-e^  ..f  the  kind;  the  lar-er  part  of  i!  '  ■   w.irk  was  .l.me  m 
their  own  <ihn\^<. 

With  all  tld~  the  English  i.eo,,le  di.l  not  a.-cept  the  mcon- 
venience-  and,  di-comforts  of  war  transportation  withr.ut  some 
{rrunil.lim,^  Tlicv  unimhle.l  when  dieir  l>ank  holiday  and  sea- 
shore excursions  uere  restricted  ..r  a'-olished:  tliey  grumhlcd  tt 
higher  passensier  rates  cwpled  with  less  freriuent  service:  they 
Sruml.lcd  at  delavs.  at  the  anti-aircraft  re-ulati-ms  rciuirini: 
closed  hlin.ls  in  passenger  trains  ,it  rii^ln,  and  darkcnine:  of  lights 
at  railwav  stations;  they  complaine.l  of  other  regulation^  involv- 
ing .lisc.imfort  to  passengers,  an-l  protested  against  tlu'  dirt,  tlie 
soot,  and  the  lack  of  maintenance  of  the  cars;   in   sl„,rt,  they 


GREAT   IlKITAIN- 


Kiy 


iiiaiiitaiiK-<l  ilic  lull  inivilege  of  denuicratic  countries  to  accept 
iiothiiif,'  without  a  i^un\\.  altlioUi^h  much  of  the  ),'ro\vliii^'  was 
merely  on  the  surface.  Une  critic  coii'ijlaiiieil'  that  railuay 
officials  under  their  f;overnnient  guarantee  of  dividcinK  ucre 
acting;  as  if  they  were  indei)endenl  of  the  public  and  could  "\;o 
a>  they  please."  Vet  many  of  tlicse  conditions  of  which  the 
iniMic  complained  resulted  from  orders  of  the  War  Office  or  the 
.\dmiraltv,  and  did  net  pertain  to  railway  oi)eration  proper. 

Closely  related  to  operating  efliciency  arc  the  economies  and 
re>trictions   forced  "n  the    i'.ritish   railways  by  war  conditions. 
War's  ontbrcak  found  the  r.ntidi  public  inclined  to  take  matters 
calmly  and  proceed  with  their  normal  activities.     "lUi-iness  as 
u-ual"  was  the  cry,  and  at  the  start  whatever  interfered  with 
their  ordinary  pursuits  and  enjoyments  was  bitterly  o]>]x>sed. 
Thus  the  war  broke  durins  the  August  holidays,  when  the  exodus 
from  Iar<;e  cities  to  seaside  rc-orts  was  at  its  height.     After  a 
sli-ht  derangement  of  traffic  during  the  first  days  of  hostilities, 
the  jniblic  were  a-ured  tli.it  there  woidd  l>e  no  further  serious 
restriction  to  tratTic,  and  that  they   could  pursue  their  nonvial 
avocations.    The  steps  by  which  this  conclusion  was  reached  may 
lie  traced  in  p;'.rt  by  a  series  of  aniionnccmciits  i><ued  by  the  Rail- 
way I'.xecutive  Committee  direct,  or  through  the  UaiUvay  Clear- 
ing llou-e.     On  Angust  3,  1'->14,  announcement  was  made  ''-at 
on  accour.t  of  the  war  crisis  regular   freight   -service  w.i--  likely 
to  be  considerably  curtailed  or  interrupte.l,  tli.it  traltic  wniM  be 
accepted  onl_\-  as  the  conditions   warranted,   rind   then   \\iili   the 
distinct  understanding  that  no  rc-;pon^ibilily  woulil  be  a--unied 
for  wclay.  d.aniage  or  lo-s  due  to  <ucli  curtailment  or  interrup- 
tion.    Three  days  later,  on  .\ugu:    ;'.  a  similar  notice  was  issued 
respiting  the  passenger  sen,-ice.     At  the  same  time  the  pul)lic 
wa'^   informed    tiiat  passenger   tickets   between   any   two  points 
would  be  honored  by  any  railway  serving  those  two  points.    This 
last  concession  wa-  withdrawn  mi  Augu-t  24.  when  the  Execu- 
tive   Committee   announced   that    -iiice   mobilization    was    com- 
pleted  "the  raibvav  ronipanie^  are  in  a  ]>o-ition  to  re-^unie  the 

I  Jesse  Quail.  Fi'i-.Tuial  Revu-U'  of  Ri-.u-U's,  March,  r'!7,  pp.  2^  21. 


!  . 


no 


W  \R    \I)MIM.*TRVriON  ()|-  RAILWAYS 


bulk  of  tlicir  onliiiarv  service,  ami  tlu-  mce^sity  (  I'T  ilie  pre- 
vicms  order)  therefore  ilisai)pears.-  However,  beginning  with 
Decciiilicr.  I'JK..  the  privilege  of  inter-availability  of  season  and 
traders'  tickets  was  established,  but  under  certain  very  definite 
restrictions  and  provisions  to  provide  against  abuse.  In  this 
way  tickets  of  the  kind  named  were  made  available  over  two  or 
more  alternative  routes. 

In  fact,  the  early  months  ..f  the  war  >aw  considerable  effort  in 
the  railwav  industry,  as  in  numerous  other  industries,  to  keep 
conditions  at  a  n.  >rnial  level.  This  w  as  true  of  their  water  service 
as  well  as  their  trau-portation  service  on  land.  The  Railway 
AVtiV  congratulated  the  roads  on  maintaininj;  to  so  large  a 
degree  their  regular  .schedules  during  .\ugust.  1914,  e.\cei)t  pos- 
sibly in  facilities  lor  cheap  travel.  The  News  continued  as 
follows : 

There  was  also  a  steady  movement  in  favor  ■  f  the  re- 
sumption of  some  of  the  curtailed  facilities.  .  when 
the  initial  inevitable  uncertainty  and  alarm  settled  down. 
Ciraduallv  practically  normal  conditions  were  restored. 

r.ui  ihc  jire-Mue  of  -var  soon  brought  re-^trictions  in  it-;  wake. 
In  till'  I'lr-i  place,  war  irn  nc  made  such  demaiuK  <>n  the  railways 
that  normal  freight  and  i^ssenger  traffic  wire  "f  necessity  re- 
stricted, ill  ilie  secnd  place,  the  cnli-^tnicnt  of  thousands  of 
railway  employe-  niaiK-  necessary  the  c\itiiiig  down  of  many  r:nl- 
wav  functions  and  -ervice^.  In  the  third  place,  a  large  part  of 
the  w.-iter  -ervice  to  Ireland,  to  varioii>  i-lands  (  -uili  as  the  Isle 
of  Wight  '.  and  arn^--  the  !i;iiniel  to  I'rancc  and  Holland  was 
curtailed  or  alMilished,  eith  i^'canse  of  the  vicissitudes  of  water 
tiansportatif)n  or  l>ecause  the  lioats  were  turned  over  to  the  Ad- 
miralty. Main-  o.f  these  reductions,  as  well  as  countless  others, 
were  put  into  effect  hv  the  Railway  F.xectitive  '  otiintittee.  at 
the  l)chc>t  of  the  government,  as  a  part  of  their  war  pro-ram. 
Facts  are  not  al  hand  by  which  to  trace  the-e  nduciion-.  ,ind 
otlicr  niea-nre<  in  detail,  Imt  tliev  conci-ted  piim-ipally  of  reduc- 
tions in  the  nuniU'r  of  pas-engei-  trains;  in  the  nniiiber  of  cars 


r.l<K\  I    lilMTAIN 


111 


jK-r  |)as>eiiKiT  train,  c>|KTialiy  (ir>t  i-las<,  iliimi,:,'  ami  -Uipiiig 
cars;  in  the  extent  i>!'  meals  ser\iil  'iii  trani>  ami  ni  railway  res- 
taurants;  in  tlu-  s]Kol  of  passcnj^cr  trains;  in  the  iiiinilK.'r  of 
suimrhan  ur  coinimitati'Hi  trains  in  the  Imalily  i>i  larye  lities. 
Traffic  on  some  of  the  hramh  Inn-,  was  imich  rciliu'ol  ur  L;i\i'n 
up  entirely,  while  sotiic  way  stations  were  closed  wludly  or  in 
part.  These  measures  were  (lcsi},nied  to  save  lalH.r,  coal  and 
ecHiilnnent,  as  well  as  to  make  way  for  tin-  \it:il  uai  ami  I'ni-ht 
tratitic. 

While  the  iJrilish  ])iil)lic  did  mil  receive  these  nioses  and  meas- 
ures without  some  prntesi,  they  were  torcjd  to  accept  them  as 
war  necessities.  Taking;'  the  |icrind  ,,\  war  a-  a  wlmlc  and  i^;nnr- 
iiiLC  ninch  of  tlic  surface  ,L,numl)lin).^  that  cro])pcd  out  during  the 
first  tew  months,  they  have  suffered  the  annoyances  of  a  re- 
stricted passenjjer  and  freight  service  with  unn^tia!  loiiiimlc. 
In  the  words  of  ilu-  Ijiiiilnn  luii!:,;iy  .Wtc.v  (July  7,  1"17); 
■"Inconveniences  attcndiii.L;'  tra\cl  under  war  condition^  lia\f  Ihcu 
accepted  1>\  llic  public  in  .l;o(m1  -[liril,  it  licin^;  now  nndcr>too(|  that 
only  necessary  journry^  -liould  Kc  taki'n." 

Manv  of  tlu'-c  cconomif-  and  rr^trictions  were  jMit  into  effect 
diirin;,'  I'M.s  and  I'Mo.  Imt  lla-y  were  iniensiticd  on  jannarv  1, 
l'*ir,  li\  a  new  -cric>  of  measures  of  the  Railwa\  I'.xccntive 
C'l.imniitlcc  de--i;,nicd  to  lirin^f  al>ont  an  ex  en  i^rcater  reduction  in 
pa-senL;i'r  Iral'tic'  Mo-t  notahle  wa>  an  iniTL'ase  of  pa-^cnyer 
Ian  >  dc^i.uncd  to  icduiC  travel,  Imi  ilicrc  were  ollui-  nica-nrcs 
also,  such  as  ailditional  reductions  in  number  and  speed  of  trains, 
restrictions  in  bairca^-^'e  privilej;cs,  and  the  like.  It  i--  estimated 
that  _'.^<>  ])asseni,'-ei-  train-  were  withdrawn  from  .-crvire  on  Jami- 
ar'-  llr-t.  inan\-  of  wliicli  were  of  the  noii-stoj)  express  class. 
These  i;a\e  la~t  service  between  London  and  the  iar;.;e  I'ities  of 
England,  sneh  as  Manchester  and  I.i\er|'o.  T  Imt  they  were  ruth- 
lesslv   removed    from   the   sehednles.      The   -peeial   train   service 


'Sec  .-Xpiicndix  I'.  Sectii'ii  1  (c).  (i\).  and  di.  f.  r  ,i  ^Litftiunt  "f  tlie 
powers  under  wliicli  the  Board  of  Trade  acted;  al^'>  .Vpi"  nilix  D.  for  difinitc 
orders  as  to  fare;  and  tiagKaire,  and  for  the  official  notice  of  the  R.nlway 
E.\ecutive  Committee  putting  various   restrictive  measure^  into  operation. 


Ij! 


112 


MiM  I  ■■.  i-  '  U  \TInV  111-   l(  \!l  W  \VS 


usually  iunu>lRU  .1;.  the  r.u.»..v>  ai  mkI.  holiday  pcnocU  as 
Master.  (  hristiiia>.  ami  .luring  the  suniiiKT  season,  which  had 
l)ccn  nnuh  curtailed  in  1913  and  19lO.  was  virtually  ahulished 

in  1917.  ,    . 

Another  set  ot  tcunuuiies  related  to  accounts  and  statistics. 
The  anan^jenietu  of  the  Kovernimiit  with  the  railways  was  such 
that  careful  and  detailed  accountint,'.  e-i-ecially  as  U-lween  rail- 
ways, was  made  unnecessary.  The  same  was  true  of  many  sta- 
tist'ical  records.  As  early  as  August  18.  1914.  the  Railway  Ex- 
cciiti\L-  (.onunittee  (Rd  :■  av  with  compilation  and  puMication  of 
week'v  traffic  statistic*.  markint;  that  even  if  published  they 
"would  he  no  real  indication  of  the  amount  or  value  of  the 
traffic."  Similarly,  weekly  traffic  returns  en  the  Irish  railways 
were  suspended  as  soon  as  those  road-  came  nndcr  jrovernnient 
control.  SomethiuR  more  than  half  the  accounts  and  statistical 
statements  required  of  the  roads  hv  the  Board  of  Trade  were 
suspended  in  1914  and  191. V  while  the  statistical  return*  were  all 
susjK'nded  after  January  1.  1*^16.' 

iht  :.in..  I  'ication  of  inter-raihvav  payments  did  away  with 
much  of  the  work  of  the  Railway  Clearing'  House,  a  j-int  ortcan- 
izafion  of  the  roads  at  London  through  which  they  settled  their 
claims  against  one  another.  The  normal  activities  of  that  or- 
ganization were  lart;ely  susiH-ndeil  clnriiig  the  \var.  many  of  its 


'  The  income  .ircmint  has  been  rc'liice'l  ti  five  items  a?  f"ll"\v« 

1  Receipts  in  respect  to  railwav  working,  and  of  separate  liusmesscs  car- 

ried nil  tiy  the  comp.anv.  incliiding  estimated  amount  receivable  under 
afircement  with  the  government  in  respect  of  control  of  railway'  for 
the  period. 

2  F.xpenditure. 
.1    N'et  income. 

4    Receipt^  from  other  sources  'net1. 

.S    Total  net  income.  ■•     1. 

.•\ccoimts  withdrawn   from  the  atmual  reports  of  the  road';  are  principallj 

the  following:  .       ,  ,         .         ..  .u 

10  Receipts  and  expenditure  111  respect  ot  railway  workiiis  ( together  with 

Abstracts  .\  to  J.  inclusive"). 

11  Kect'iiits  and  cxpi-iiditiire  nf  omnihii^e'^. 

12  Receipts  and  expenditure  of  steamboats. 
U    Ri'-cipts  and  rxpoiiditure  of  canals. 

14  Receipts  and  expenditure  of  docks,   harbors   and   wharves. 

15  Receipts  and  exp.nditure  of  hotels,  r'freshment_ rooms,  etc. 

16  Receipts  and  expenditure  of  other  separate  businesses 

17  Electric  power  and  light  account. 


GREAT  IIKITAIN 


ll.< 


clerks  Iwinj,'  releasttl  lor  mkIi  'tlier  toriiH  ol  service  as  kci-ping 
rcionls  ol  tin-  perfnrtnancc  and  interchange  of  cciiiipment. 
N'catly  a  iluui-and  >■(  tliC'C  clerks— alxmt  onc-tliinl  oi  il"-  t'  tal 
miinl>er— enlisted  undt  r  the  colors. 

1  he  rctnrns  of  the  roads  to  the  Board  of  Trajle  lx:ing  cut 
down,  the  Miniinaiy  rei)i>rl>  prepared  on  the  hasis  of  the-e  re- 
turns were  also  nuich  rediice<l.  In  fact,  instead  of  a  hlne  lxx>k 
,.f  some  150  pjiKes.  the  Board  of  Trade  in  1914  issued  only  a 
-inKle  sheet  ot  the  most  general  statistics.'  No  official  sum- 
maries have  yet  heen  received  in  the  United  States  covering  the 
years  1015.  1916,  or  1917.  The  i)eriodical  reports  of  the  Board 
.1  Traile  respecting  railway  accidents  have  also  lieen  curtailed, 
imth  as  to  numl)cr  and  as  to  detail  and  extent. 

Individual  railways  not  only  reduced  their  reports  in  accord- 
ance with  the  reciuircments  of  the  Board  of  Trade,  hut  have 
even  gone  so  far  as  to  refrain  from  distrihuting  reports  to  their 
stockholders  except  on  re(iue>t.  .Annual  meeting-,  are  announced 
through  newspaiwr  advertisements,  ami  not  through  advance 
copies  of  the  reports  mailed  to  each  share  and  ilcl>enture  holder. 
as  was  formerly  the  case.  .\ny  person  familiar  with  the  atti- 
tude of  a  British  investor  to  the  corporation  in  >vhiih  lie  is 
interested  v  ill  recognize  the  drastic  nature  of  thi>  niea>ure.  It  is 
true  that  reports  to  stockholders  give  little  information  of  value, 
but  the  r.ritish  investor  is  jealous  of  hi-,  rights.  These  stock- 
holders'  reports    \>'r    I'M 4   carried    usually   a    note   t^i   the   most 


>  This  sheet  cnnt.nined  the  folIowinR  iteTis : 
Miles  under  operation. 
\uthori?cil  capital. 
Paid  lip  capital. 
I-'iigine  milcaRe. 

Revcnui-  receipts  an<l  (Xiicnditiire  (tun  items  nnly1. 
Net  income. 
The  figures  shown  arc   for  191,?  and   1''14.  but  the  similarity  of  some  of 
the  returns  for  the  two  vcars  leads  tip  the  s>ispicion  th.at  the  returns  for  1914 
may  he  estimat.  d  or  ad.iiisted.    Such,  for  example,  are  the  statistics  of  engine 
miles.     Thf  repr  rt  carries  this  footnote: 

"In  consequenie  of  the  war,  no  further  returns  will  he  puhlishcd  for  the 
vear  1'''4  reijarding  the  stP  tics  of  the  railway  companies  of  the  United 
kingdom," 


114 


\V.\U  ADMIM^I  U.\]  KIN  Ol    HAil.W  AYS 


iiup'-rt.-iiit  aociiuut,  that  coverini;;  iiici.nnc.  exiilaiiiiii^-  \\h_\-  it  lunl 
lK;cn  rc(liiL'c(l  tn  a  >k(.'letiin.      I'he  iHllow  iii;,^  is  an  c.\aini)le : 

It  lic'iiii;  cciiisidi-rcd  (Ic-iialilc  in  tlic  interests  of  all  par- 
tics  that  the  tia>is  iur  asscssinf,'  the  compensation  payable 
l)v  the  !;()veri\inent  viiider  the  act  reterreil  to  shoukl  l)e  de- 
tcnnineil  at  the  comniencenienl  r.i  the  period  of  control,  an 
arrangement  was  arrived  at  [liere  follows  a  l)rief  descrip- 
tidii  of  the  tinancial  agreement  lielweeii  the  government  and 
the   roadsj. 

The  circnmstances  thus  bronght  al)out  involve  siK-cial  vari- 
ation, wliich  has  been  approved  by  the  Board  of  Trade,  in 
the  form  of  the  Accounts  and  Statistical  Returns  for  the 
vear  ended  the  31st  Deceml>er,  1''14.  and  the  statements 
which  are  now  presented  are  prejiared  acci>rdingly. 

So  far  as  accounting  relations  iR'twcen  raibvays  are  C(  "'cnied 
ihev  were  entirely  abolished  at  the  outset,  for  the  government 
guarantee  of  each  railway's  net  income  has  made  it  a  matter  of 
no  imjvirtance  whether  the  roads  iii;iUe  ;i  division  of  receipts  or 
not.  The  road  originating  a  •'hipnient  no  longer  turns  over  a 
proportional  share  of  the  freight  reccijits  on  that  shipment  to  the 
connecting  railwav  to  which  it  deli\ers  the  shipment  for  tr.in-por- 
tation  to  final  destination,  but  simply  ntarks  the  ])arcel  "I'aid"  and 
keeps  the  pro^-ceds.  Similarly,  on  a  C  O.  D.  shipment  the  orig- 
inating road  merely  stamps  "r"  I'av "  on  the  viarcel  and  the 
terminal  or  tinal  carrier  collects  the  charge,  without  any  attcmpi 
at  divisii'U  with  the  oilier  ro.ad  or  roads  particip.-itiiiL;^  in  the 
movement. 

.'^imilarlv,  |)rcpaynieni  of  cliarge>  has  liccn  iciniircd  in  many 
cases,  e-jKcially  in  the  case  of  fast  freight  forwarded  by  pas- 
senger train,  while  tiie  anioun*  of  free  ba.ggage  has  l^ecn  much 
restricted.'  Detailed  regulations  li.ivc  al.so  l>een  made  efifective 
as  to  containers  for  frciijht.  as  to  mode  of  packing,  as  to  weights 
of  parcels,  kind  and  ;  ddresses  of  !al)cls.  and  the  like. 

Competition  attiong  'be  r.ailway--  of  course  li.i-  ceased.  Soli- 
citors for  the  freiLjlil  and  ]iassenger  biisiiic^s  of  com]>cting  lines 

'  For  details  of  this  la^t  restriction,  '^cc  .'\ppciulix  D 


GREAT  I!K1T.\I\ 


115 


have  disapiH-'arcd  tmin  railway  pa\ rolls.  For  the  time,  the  sep- 
arate companies  have  nursed  their  identities  and  subordinated 
all  their  interests  l><  the  one  conipellinjj  force — the  drive  lor 
victory. 

The  Railway  and  Laiial  C  onitni>sion  also  has  reduceil  its  reg- 
ular work,  in  191(),  for  e-\ample,  it  secured  the  consent  of  the 
interested  parlies  to  postpone  the  trial  of  nianv  eases  until  after 
the  war.  Many  of  these  cases  dealt  with  rate  adjustments. 
This  action  was  due  partly  to  considerations  of  economy,  and 
partly  to  the  fact  that  some  members  of  the  commission  were 
called  to  perform  other  public  duties  in  connection  with  the  war. 

Similarly,  the  w'vrk  of  Parliament  in  railway  matters  has  l)een 
much  reih.  ed  during  the  period  of  the  war.  Few  api>lications 
have  Ixfen  made  for  permission  to  increase  capital,  and  fewer 
applications  still  for  charters  ti)  build  new  lines  or  extensi<ins. 
Under  the  pressure  of  war  conditions,  the  railways  are  too  busy 
to  send  their  legal  representatives  to  Parliament  mi  normal  or 
peace  activities,  and  Parliament  in  turn  is  too  i)usy  to  listen  to 
them.  During  the  session  eif  I'd.s.  the  total  number  of  private 
raiKv;i\-  bills  introduced  into  Parliament  was  eleven,  as  com- 
pared with  37  in  1914:  the  total  length  of  new  lines  pro|K)sed 
was  44  miles  as  compared  with  ]\^  miles  in  1'114:  the  amount 
of  new  capital  for  wliich  authorization  was  requested  was 
$24.350,(XK),  as  compared  with  $60,200,000  in  1014. 

One  additional  war  measure,  which  was  as  much  an  efficiency 
as  an  economv  measure,  relatcil  to  the  pooling  of  equipment. 
In  Febrnarw  I'M 5.  President  Kniuiiiiaii  of  the  P>oard  of  Trade, 
who  was  then  chairman  ex  officio  of  the  Railway  I'.xeciUive  Cinn- 
niiUee.  informed  Parliament  that  arrangements  were  under  way 
to  transfer  fn'igb;  cars  frnni  line-;  having  a  surplus  to  those 
suffering  a  short;ige.  lb'  add.ed  :  "It  has  also  been  arranged 
tha'  wagons  lielonging  to  one  cc)nipar,y  which  have  been  worked 
oi  to  the  line  of  anotlier  may  be  loaded  Ixick  locally  in  the  lidUie 
direction,  instead  of  Uing  returned  eiupty." 

Beginning  Jami.iry  1.  1016,  three  large  roads  fthe  Great  Cen- 
tral. Great  F.astern.  and  Great  Xorthern  i  drew  up  a  joint  agree- 


'  -; 


116 


\V.\U    \1)M1M>  I  IJA  III  IN   III     U\ll.\\   VV: 


*f 


iiK'iu  as  to  t!ie  poolinjj  of  ore  cars  mi  their  lines.  This  was  fol- 
lowed by  a  similar  agreement  in  April.  1916,  Ix-tween  five  other 
roads  (drcat  Western,  I.atica-hire  and  Yorkshire,  London  and 
.\nrih  Western,  Midland,  ai.d  Xnrih  Eastern)  and  in  May  by 
three  Scottish  companies.  These  ;t,i,'veiinents  evidently  were  suc- 
ce--sl'ul  in  prodncint;' economics,  tor  the  Railway  ll.xecntive  Com- 
mittee on  lamiary  1.  1''17,  insiiiuted  a  i^'eneral  car  ])ool,  or  rather 
twelve  sectional  car  pools,  scattered  thnnijjhont  the  whole  of 
(""■reat  liritain.  With  certain  exceiitimis.  such  as  company  cars, 
Coke  cars,  and  special  military  tratitic  cars,  open-top  freij^ht  cars 
hell  nixing  to  the  railways  were  made  ;ivailal)le  as  common  stock, 
to  Ix;  utilized  in  any  direction  by  any  road,  (ieneral  and  specific 
instructions  to  goveiii  car  movements  are  issued  by  an  official 
known  as  the  Rolling  Stock  Controller.  All  reconb  :md  detailed 
arrangements  in  this  connection  were  entrtr--led  to  the  Railway 
Clearing  Hoii.se.  In  this  way  it  was  expected  to  obviate  to  a 
large  degree  the  delays  and  dirt'icnlties  attendant  upon  unneces- 
sary car  movement^,  and  to  increase  the  efficient  transportation 
of  goods.  In  addition,  there  has  even  been  considerable  inter- 
change of  locomotives  Ix'twcen  the  railways,  especially  on  through 
ruii~. 

.\t  the  beginning  of  .\])ril.  1''17,  the  Railway  ICxecntixe  t^om- 
mittee  issucfl  further  orders  fixing  definite  time  limits  within 
which  shippers  should  kiad  and  unload  cars — usually  one  day 
for  loading  and  two  days  for  unloading.' 

The  private  freight  car  mii-^ance  had  grown  V'  an  intoler.able 
■^tate  before  the  war.  but  no  raibvay  had  the  backbone,  or  per- 
ba]is  the  power,  to  oppose  it.  The  large  coal  operators  and  manv 
iither  industrial  companies  owned  some  ^("Kl.OOl  cars"  and  insisted 
on  receiving  their  cars  back  as  soon  as  they  iii.ide  a  shipment. 
The  result  was  doubly  bad  in  that  it  produced  niuih  useless  empty 
car  mileage  and  led  to  great  irreirularities  in  the  distribution  of 
cars.     I'nder  sjiecial  iKiwers  granted  the  I'oard  of  Trade  l:ite  in 


•  See  .Appendix  C,  Sictiun  1   (1)1,  ,inrl  .Appendix  D. 

-Tile  freiiilu  eipiiptnent  I'f  the  railway  companies  tliemselves  amounted  in 
1913  to  760,000  cars. 


f,KE  \  1    l'.i;i  I  \1N 


117 


rUd.  all  ]jri\ate  car-  were  placed  unreservedly  at  its  disi;o>al, 
■'to  Use  tlii)>e  \va.!;Mii>  in  >ucli  U'aniier  as  they  think  I)est  in  the 
interests  ui  the  country  a<  a  whule."'  The  Hoard  of  Trade,  act- 
inj;-  of  course  at  the  liehoi  and  on  liehalf  of  the  Railway  I-"xecu- 
(ive  Coinniittee,  thereupon  i>-ued  a  sweeping  urder  in  .March. 
1''17,  known  as  die  "Private  ()\\ tiers'  Wairons  I  use  when  empty  i 
Order,  1''17."'  which  directed  the  owner  of  any  freight  car  that 
niif^lit  oihe-wise  be  sent  out  empty  to  follow  without  (juestion 
such  instructions  as  the  H^ard  of  Trade  niij^ht  issue  respecting 
the  routing,  loading,  ami  unloading  of  that  particular  car.  Com- 
pensation  for  the  use  of  the  car  under  such  circunir-taiices  would 
l)e  agreed  uiion.  or  in  default  of  agreement  would  he  determined 
hv  reference  to  the  Railway  and  Canal  Commission. 

Closely  connected  with  these  several  moves  for  the  more  elTi- 
cicnt  handling  of  railway  and  private  freight  cars  was  tiie  elabo- 
rate plan  for  coal  distributiiMi  put  iiit'i  eiTect  by  the  Controller  of 
Coal  Mines  in  Inly.  I'M 7  I-"or  the  purposes  of  this  plan  Creat 
Hrilain  was  divided  into  twenty  coal  zones  r  areas,  h'ach  area 
was  directed  to  pnxluce  it<  own  coal  so  far  as  possible,  and  to  buy 
coal  from  or  sell  coal  to  adjacent  areas  only,  to  the  greatest  extent 
that  might  be  practicable.  This  plan  alone  was  expected  to  save 
siitiie  700,000,000  ton-miles  annually.  In  addition,  a  general 
IX)oling  arrangement  was  made  as  to  private  coal  cars,  w'.ich  vir- 
tuallv  placed  them  in  the  clas~  of  "common  user,"  so  far  a-  the 
distributiiin  'd'  coa!  was  concerned. 

'  See  .Appendix  C.  Section  1  (a"). 

2  For  tliis  orilcr  in  full.  .«ec  .Appendix  D. 


CHAPTER  IV 
Freight  and   Passenger  Kates 

In  di'^ciissini;  railway  rate  clian,i^e>  inukr  war  ciuiditions  in 
Great  Britain,  there  is  a  dean  cm  (listinction  between  freight  and 
passenger  rates.  I'reiglit  rates  have  increased  but  httle,  if  at  all, 
during  the  war.  while  jja^senger  rates  have  Ijeen  subjected  to  a 
number  ni  adiiistments  all  tending  to  a  higher  level,  while  (in 
Januar_\  1.  I'M",  they  were  increased  a  tlat  50  per  cent. 

The  freight  rate  situation  in  England  had  been  under  careful 
survey  for  .sevcrrd  years  prior  to  the  war.  We  have  already  seen 
that  certain  frei.ght  rate  increases,  averaging  about  fdur  jjcr  cent, 
became  effective  only  a  short  time  before  the  outbreak  of  war. 
and  that  these  increases  were  designed  to  offset  wage  increases 
granted  to  obviate  the  threatened  strike  of  1011.  While  this 
four  i)er  cent  increase  in  freight  rates  went  rather  generallv  into 
effect  in  the  spring  n{  \')\4,  some  features  «i  the  increase  were 
protested  and  sul)mitled  to  the  Railway  and  ("anal  Comnn'ssion 
for  .settlement.  .After  the  outbreak  of  war,  that  body  -secured  the 
agreement  of  roads  and  shippers  to  hold  up  the  adjustment  of 
some  of  the  matters  until  after  the  w.ir.  so  that  the  rate  situa- 
tion has  not  even  yet  fn11\-  cleared  up.  It  mav  he  said  wiih  re- 
,i:an!  to  freight  rales,  then,  that  the  bcginninsj  of  war  saw  a 
slii^htly  higher  rate  scale  receiulv  instituted,  and  tb.it  this  scale 
ha-  rcni;iiiicd  virtually  unchanged  ever  since.' 

The  passenger  rate  situation  was  wholly  different.  Soon  after 
the  outbreak  of  ho.tilities  the  Railw.ay  Executive  Committee 
becran  to  raise  the  rate  level  in  \  arious  wa\  <.  ;ind  this  process  has 
continued  practically  to  the  end  of  1017  'r|,e  f,r-t  step  was  to 
withdraw  week-end,  excm-sioii.  and  otliei^  -pccial  cut  rate  fares. 
Round  trip  rednclioii-  were  next  .ibolislu'd.     Subnt'.an.  conmiu- 

'  Some  l<H-aI  .idjii-tments  were  ni.idc.  such  as  in  thrnnph  freight  rates  be- 
tween Eiitiland  and  Ireland  on  F'eliniarv  1,  1917,  hut  thev  were  retativelv 
unimp'irtant. 


— 1 


GliKAl     I'KI  1  AI\ 


119 


lalioii,  iradLTb'  ur  .-liippcr^'  and  WMrknuii'-  weekly  and  niontlily 
tickets — the  so  called  "'Kread  and  huuer"  raie>  -were  k'lt  un- 
touched, hilt  i>tlicr  kiw  rale  arrangements  were  nearly  all  can- 
celled. 'rhi>  has  had  the  resnliaiit  effect  uf  increasiu!,^  the  i;eneral 
level  of  passenger  fare>,  e\  en  though  the  normal  or  standard  rates 
remained  nnclian-ed.  Sleeping  car  rale-  have  also  i>een  in- 
creased. I'inally,  on  January  1.  I'd  7.  the  regular  rales  f(_)r  pas- 
senger travel  were  increaseil  "uedialf."  The  ohject  <'\  the  gov- 
ernment lit  tlii-  niM\c.  a~  t'lankly  .stated  hy  tlte  Ikiard  '>t'  I  raile." 
■.\a>  to  cut  down  travel  lather  than  to  increase  railway  revenues, 
although  it'  revenues  did  increase,  the  govenr.nent  treasury  stood 
t(.>  gain  from  the  change.  It  is  clear  that  passenger  re\eiuies 
might  inciease  in  the  aggregate,  even  it  the  amount  of  travel  fell 
olT  :i-  a  result  of  the  higher  rates:  the  decrease  in  travel  under 
such  A  condition  would  not  he  ^ufticient  to  offset  the  increased 
re\cinie. 

The  traveling  ]iul)lic  accepted  none  of  these  passenger  rate 
changes  without  complaint  and  jirotest.  hut  their  protests  were 
unheeded  to  a  great  exti'iit  The  ])le.i  ni  w.ir's  necessities  ser\cd 
to  explain  and  justifx-  all  departures  from  normal  standards  of 
service,  however  drastic.  F.ven  w  hen  traveling  men  pn^testcd  in 
]'>17  that  ihc  ki'.rden  in'  the  increased  rate~  of  T:muar\-  1  fell  with 
unusual  severitv  on  their  shoulders,  the  government  merely  sug- 
gested that  thev  pass  the  hurden  along  to  the  final  consumer. 

'The  noriniTl  sc.ile  of  p.isseniicr  fi.'c»  in  Knplami  i>  .ts  fiilli>\\-:  First 
class.  !'{•  d.  t(i  2  d.  per  mill';  second  ckis'^,  1'4  d.  per  mile;  third  class,  1  d.  per 
mile.  .\  very  large  part  of  the  pa'scnirer  trafiio  ordinarily  moves  at  kivver 
rates,  on  account  of  the  many  special  reductions  for  variou-  purposes. 

=  The  Board's  oflfici.al  annoimccme:n  of  Oocemher  21.  1916.  read  i'l  |-;'.rt  as 
follows:  "It  should  he  explained  that  the  increase  in  fares  is  not  intended  as 
a  means  of  increasinc;  the  reveiuic  of  the  railways,  hut  is  put  into  force  solely 
with  the  ohject  of  curtailine  pas^encer  traffic,  in  order  to  enahic  the  rnilway 
companies  to  comply  with  the  urgent  demands  that  have  heen  made  upon 
them  for  the  conveyance  of  troops,  munitions,  and  supplies,  hoth  in  Great 
I'.ritain  and  in  I'rance." 


I 


1,1: 

<*: 


CHAPTKH  V 
General  Results 

\\  hellicr  the  bargain  between  the  Llriii-h  railway*  and  the  gov- 
ernment was  a  good  one  tor  either  >icle  tlepends  very  largely  on 
the  tinancial  results  attained.  We  know  that  the  railways  had 
their  net  income  and  the  stockholders  their  dividends  virtually 
guaranteed:  what  did  the  giwerniuent  pav  fur  its  mditary  traffic 
under  the  arrangement ': 

Information  tui  a  number  ui  points  that  ba\e  been  raised  in  this 
connection  is  meager.  For  example,  the  government  has  given 
no  hinf  as  to  its  procedure  in  case  a  mad  had  a  deficit  in  1''13. 
which  was  aci  lally  the  case  with  a  numl)cr  of  the  smaller 
roads.  This  point  was  definitely  raised  by  two  I'.nglish 
statisticians,  who  a-ked  whether  ii.  case  of  a  deficit,  even  if 
smaller  than  in  I'^lo.  "railwav  shareholders  can  ju.stifiably  be 
asked  t^-  iMn\e\  the  large  xolume  of.  military  traftic  free  of 
cliargc.  i>r  whether  some  further  rearrangement  of  the  basis  of 
agreement  will  ift  be  desirable.'" 

It  may  lie  regarded  as  the  gdod  fortune  of  the  railways — "r 
the  misfortune  of  the  government,  according  to  the  point  of  view 
— that  the  test  \'ear  l''!,-'  \\a-~  a  reconl  breaker  i"-'  the  l'>riti^li 
railwa\s.  'fheir  L;rn-s  rexemie^  ui  that  year  were  greater  than 
in  anv  previous  vear  by  neaiiv  £1 1 .1  KX),(.XX'),  their  net  income  wa> 
tlie  greatest  nn  record  by  m-re  than  £3,.^00,000,  while  their  rate 
of  return  on  capital  was  greater  than  it  bad  been  in  nearlv  a 
(Itiarter  "f  a  centm-y. 

The  latest  report  made  Iv.  the  T.riti'^h  gm  eminent  as  to  the 
amount  pai'l  into  the  rail'va.v  treasuries,  for  the  purpose  of 
making  up  deficits  in  net  income,  brings  the  story  u^-wn  to  March 
31.    I^'IT),      Returns   for  the  first  eight  months  under  the  war 


ijarvis  and    I'ipcr.  "Thf   191.=;  <  Hitl'ink,"   A'ntVrtav  .\',te.t.    M.milonl.  Sep- 
tember  11.   1915. 


CKKAT   I'.UITAIN 


121 


arraiii^eiiiciit  i  .\iij;".-l  4,  1"14,  i..  Marcli  ol.  l'M3i  -li'>\\(.'<l  that 
tlieri'  was  advanced  i"  the  r"ad>  durin.;,'  that  [n-nnd  tlie 
sum  uf  £(i,S31,'»5r.  nr  al'-ut  $.i3,350.(K«>.  Duriii^^  the  next 
twelve  luoiitlis  (April  1,  l'il3.  to  March  31,  1916)  the  cor- 
respiiiuliiiii  jjayiiiciu  \\a^  i5. S7'>.X7o,  or  ahdut  SJi^.n.^AxW.' 
These  iwynients  were  made  to  the  Radway  F.xecutive  Committee 
to  offset  the  ascertained  deficiency  in  railway  net  income  dm  .'ig; 
the  [Kjriods  named.  The  a,i;j,'re,!,'ate  annual  revenue^  of  the  Brit  '. 
railways,  indeed  by  the  returns  fur  rM.\  are  ahout  £130,000,000. 
Had  the  ei,L;lii  months"  i>eriou  ended  M.arrh  ."A.  l"'!?.  been  nor- 
mal, the  railway  revemics  of  that  period  would  have  amounted 
to  two-thirds  of  £1_'(>,I K)(),(X)0,  or  aI>ont  £8(>,aK).(>00.  Durinf^ 
that  period  ihe  roads  received  from  the  ^'oveiiituciit  £o,852,0(X) 
under  its  ■;uar:mtee.  which  was  e(|ui\alent  to  S.<)  per  cent  of  their 
normal  reveuie  receipts,  while  durinj;  the  year  ended  March  31, 
l'M(>,  the\  received  £5,880.000,  or  4.9  i)er  cent  of  a  normal  gear's 
receipt^.  The^e  payments  by  the  f^overnment  were  technically 
pa\nient>  under  its  ^u.-ir.antee  of  net  income:  actually  they  re|H 
resented  the  amounts  turned  over  by  the  government  to  the  r.iil- 
ways  as  compensation  {••r  military  transportati' lU  -erviccs  ren- 
dered W  hat  the  .i;o\ernuieut  jiaid  the  railways  was  from  live 
to  ten  per  cent  of  what  mii,dil  l>e  regarded  as  their  normal  rev- 
enue- under  cor.ditioi,-  ..f  peace.  W'hethef  tile  l;o\  ernnieut  liat'lic 
rei  ■.eseiucd  a  ^le.-iter  prop,  .rti' m  of  total  railway  triiflic  than  ti\e 
to  ten  jier  cent.  record.>  do  not  -how  :  but  in  view  of  the  tre- 
luendoii-.  inoxeineiit  of  goveninunt  iiiuuitions  and  suppiio  and 
of  iroo]K,  it  woulil  -eeni  uiii|ue-tioii;ib'e  that  such  iiioveiiKnt  has 
represented  a  much  ;;reatcr  -hare  of  the  i^ital  railwav  movement 
than  ten.  or  po^^ihlv  even  tweiit\  -r  ihirt\  per  cent.  Dift'erently 
stated,  this  seeiii-  to  indicate  thai  the  I'.riiish  noverntncnt  has 
been  eiiioviiiL;-  an  unu-ually  low  rate  on  the  transportation  busi- 
ness it  ha-  furni-hed  to  the  railwaxs.  and  that  it  drove  a  g(Xjd 
bari^ain,  e\eu  on  the  basi-  of  the  peak  year  I'M.v 

'Report   ti.    rarliament   In    C.mil't''"llt-T   aii'l    Audit. t   lu'iicral.    March   2,i, 
1917. 


V 


\22  W  AK   MlMIMSlK  Mil  V  ill     RAILWAYS 

It  i-  till-  ,i;ciaTal  niiiiii,,ii  of  suulcnts  of  Britisli  rail\vn\  coiuli- 
ti(.n-i  iliat  till'  tr.ilVK-  himdlcd  diirini,'  the  war  has  been  much 
t;reatcT  tlian  in  n-rnial  times.  Smnc  of  the  ordinary  frei.tjht  and 
much  of  tlie  i.j^-cn.^cr  traffic  lias  lieen  han.lled  at  hishcr  rates 
than  in  peace  times,  as  has  already  been  explained,  and  whatever 
added  revenues  liave  come  from  such  sources  have  l)enefited  the 
i^'dvernment  rather  tlian  the  railways"  treasuries.  In  other  wurds. 
the  low  rate  .  n  j;ovemmcnt  traffic  has  been  due  in  pari,  po.^'^ibly. 
to  hit^her  rates  on  other  traffic  and  in  part,  also,  to  heavier  traffic 
alonsr  certain  lines  of  movement. 

.Mthoiii^h  the  u'overnment's  payments  to  the  roads  ni  I'M.^ 
were  much  I.wcr  than  in  I'^U.  in  fact  lower  for  the  whole  of  the 
twehe  months  to  March  31.  I'^K'.  than  for  the  eitrht  months  to 
March  31.  1*^1 5.  it  is  not  unlikely  that  mountin,'::  payments  to 
lalx.r  and  increasing  cost  of  supplies  in  l^ir>  and  I'Ur.  to-;ether 
with  the  severe  restrictions  applied  to  normal  traffic,  combined  to 
make  the  .government  payments  to  the  railwavs  in  those  years 
nnich  larger  than  they  were  in  1''14  and  1<'1.^. 

The  railways'  income  returns  show  actual  expenditures,  the 
re\enuc  tignre  shown  lieing  ju-t  sufficient  to  cover  the  expenses 
and  liriuL;-  the  net  income  up  to  the  level  of  1<'1.V  llow  much 
of  this  total  revenue  \\a-  paid  to  each  road  by  the  pul)lic  au<l  how 
much  by  the  uovevnment  is  not  shown  in  the  returns  of  the  in- 
dividu.ii  railways  ihemH-lves.'  To  whose  advanta-e  ihe  bargain 
lav  will  therefore  rcnuu'n  :ui  open  rpiestion  until,  if  ever,  the 
necessary  record-  are  available.     S.imc  writer-  maintain  that  liie 

"  1  Here,   fur  cx.ntiiple.   is  a  tr,nn-.cri|)t  of  the   income  account  (if   the   Korth 
Eastern  Railway  for  the  year  1914: 

Year  cniKrl  Dcccmlier  31, 
1014  101,1 

Receipts,  etc..   inchulinir  e'tiniateil   amount   rccciy-  £  i 

Me  under   asreenient    with   tlic    Rovernment    in 

respect   of   control   of   Railwavs    for   the   period 

■\uRUSt  5  to  Dcccmher  .11,  1914 12.0/,. 414         

Expenditures    K(m../7         

Net    income    4."r.o.l.17        4..W,.0^ 

Receipt-   from  other   sources    14.<.W)4        ^MfvW 

Total   net   income    4.212.741         4.4.^4.->«i 


tiKEAT   1!UI  I  \I\ 


123 


5 


gONfniiiieiit  li.-i'  liail  all  i!k-  hcttcr  at  the  airanijciiieiit,  [lointing 
out  that  the  net  incuiiic  of  the  roads  has  remained  stationary 
while  i)roiits  in  other  industries  have  been  mounting  to  dizzy 
heiglits.  This  argument  lias  t\vi>  ofifsetting  considerations.  In 
the  first  place,  llic  Iranspnrtaiion  industry  is  affected  with  a  public 
interest,  and  can  not  exjjcct  profits  similar  to  tliose  oi  other  in- 
dustries; while  in  tlie  second  place,  war  profits  in  <ither  indus- 
tric>  !ia\c  hcon  very  heavily  taxed,  a  taxation  I'r.  im  wliirh  the 
railways  are  of  course  wholly  free,  since  their  net  iucnnie  is  cal- 
culated on  the  basis  of  the  deduction  only  of  normal  taxes  in 
effect  before  the  war. 

Another  cnutentiiii  lias  been  tliat  tlie  war  nrraiigement  would 
w(irk  to  the  benefit  of  the  roads  only  if  the  traffic  handled  were 
no  greater  than  that  of  1''13.  That  is,  the  net  income  of  the  rail- 
ways being  >tatioiiar>'.  an  increase  in  ilieir  traffic  would  mean 
that  they  were  doing  more  work  without  auv  compensating  in- 
crease in  net  return  .\>  it  is  likely  that  traffic  has  very  greatly 
increased  i)\er  that  n\  normal  times,  it  i-.  ar'^nied  tint  the  roads 
have  been  at  ;i  di-adv  anla,L;e  tinder  their  aL;reenient  with  tno 
government. 

However  accurate  these  arguments  and  coniectures  nia\  he. 
we  ha\e  the  testimony  of  government  officials  that  the  bargain 
with  the  railways  has  l)een  a  good  nue  front  the  pi>iin  ni  view  -f 
the  imlilic.  riianccllor  of  the  F.\chcr|uer  Bonar  Law  made  the 
somewhat  iiulefitiite  statement  t'>  I '.irliaimiit  in  lleceii'her.  I'^Mo. 
that  the  .agreement  had  "involved  no  (in;inci;d  loss,  but  probably 
some  gain."  ?Ie  added  that  the  bargain  had  been  a  verv  good 
one  for  the  state. 

The  linancial  rc^ult^  of  ojH-ratiou  nf  the  twenty-five  principal 
British  railway^  for  the  f"ur  calend.ir  \e.irs  ending  1916  have 
I)een  summarized  1)\-  the  Ij.'udoii  SUj'ist  a<  fci!lo,v-i; 


«  1 

f  ■■ 


,*l 


]J4  u  \K   MiMINISlRATKiN  nl     KMI.WAYS 

NET  EARNINGS  AND  PROFITS  OI'  25  PRINCIPAL  KAII.WAYS  OF 
GREAT  r.RITAlN 

1Q16  1'1I5  1914  m.^ 

N-;fre"i>p"'   .•.:::::    l'^r'!^>    Aimm    uckm^m-;    44,01-29 

'";;-,rn,i:^"'i>K-:n;o^'"        >7.W.413    _f.">MJl        -V.-M?..VM)       ->7.522.457 
NHpro^, 1M32.S54       .5^^.58.       15^8^.^       .M80.772 

^"^'^;  ?^l....::.::     ^65?  _  u.^    ^^^^^  _^^ 

R,,,„„,                                  l.:i0.040         l.l-'n.S87  824.119         J.™*"'.^^ 

S'aalailn;-n,i.;n5':::.        1.0.^i.000 >^^^^     _m^  ^.Tf^ 

,,  ,  17S(M<»  244  KX7  17.(il8  (W.724 

Bn;;;:;i;;f:.rwar,i:::    ::  U'>5J.^4  UHKUS       ^^^2M^u     _1^?^ 

Crrinl    forwar.l _J£Xm    __1.305.^35    "     1.150448    _  l^'^ 

The  avcrasic  nite  of  dividend  ~lv.\\n  m  iIk-  i-:>.uniiis  talilc  was 
=;  or,  per  cent  in  1913.  fell  to  4.65  per  cent  in  1014.  and  remained 
virtualK-  at  that  level  in  1915  (4.60)  and  1916  (4.65).  Tlie 
course  of  specific  dividend  rates  i-  'hown  in  the  fnlK.wini,'  talile. 
also  drawn  from  the  cohiiuu>  »i  the  Statist,  which  trives  the 
divi<lend  rate  of  twenty-tive  leading  nriti>h  raih\a\s  in  I'Mo. 
1914,  1^15  and  1916.  Scrntiny  of  the  tahle  hrini??  out  the  fact 
that  only  live  of  the  twenty-live  roads  were  nayinjj  as  high  a  rate 
in  1^16  as  in  101.^,  while  ''le  remaining  twenty  roads  were  on  a 
lower  dividend  basis.  Xot  a  single  road  had  increased  its  rate 
over  the  I'U.^  level.  Man\-  ^.f  the  roads  which  reduced  or  com- 
pletely passed  their  dividcn.l-  in  1^14.  thus  rellcctins  the  uneasi- 
ness of  the  first  months  of  the  war.  later  restored  them  nearly  or 
quite  to  the  ]^\?<  hasis.  The  st.)ck>  included  in  tlie  tal)!e  arc  .ill 
onhnarv  or  common  -to,-kv  unless  otherwi-e  spt-cilied. 


r.RE\T  IIKIT.MN 


niVIDENDS  PAID  BY  25  I'RIN'CIPAI.  liKITISH  RAILWAYS, 

1913-1916 


Rnnd 

Rarry   

I'alciliiiiiaii   

I'liriu'-s  

GlasRow  &  Soiitli  Western  Dcf. 

C.rtat   Central  5^    I'ref.   1«94 

(irrat    I'astcrii    

('•riat  Nxrtli    oi  Scotland  Uif 

liriat    Ncrtlurn    

Great   Wi'Strrii    

Hiclilanil   

Ilnll  &  Harnslcy 

Lancashire  St  Yurksliirc  

Ijindon  &•  Nurtli  Western    

I.nnilon  \-  Snnih   \\e..terii 

Londun,  BriRliton  X:  South  Coast 

London,  Cliatliam  &  H  .mt  A-',",   Pref.. 

Mctropnlitan    

Midland    Def 

North  Hritish  Dcf 

North    Eastern    

North   London    

North   Staffordshire 

Kliynini  y     

Soiilh    Kaslern    

Taff  Vale  


1916 

1915 

1"'.4 

1913 

9.S0 

9.50 

9.50 

10. 

i.i'5 

3,375 

3375 

.V50 

2.25 

) 

1. 

2.50 

2.125 

1.625 

■> 

2.625 

> 

1. 

ml. 

2 

2  SO 

250 

2.50 

2.50 

1. 

1. 

1. 

1.50 

4.25 

4.25 

4.375 

4.50 

57.S 

5.75 

6, 

6.25 

2.25 

2.25 

225 

2.50 

.;, 

-y 

1 

3.50 

4.50 

4.50 

4.50 

4.50 

(>. 

6. 

6. 

7. 

5.50 

5.50 

5.625 

5,875 

5. 

5. 

4.75 

5.25 

4.50 

4. 

4.50 

4.50 

1. 

1 

1.25 

1.625 

4. 

4. 

4. 

4.25 

.50 

.50 

1. 

1. 25 

6.50 

6.50 

6.50 

/. 

3.75 

3.75 

3.75 

4.75 

4.625 

4.625 

4.75 

5. 

9. 

a.'it) 

8.50 

9. 

3.75 

3.50 

3.50 

4, 

3.50 

3.50 

3.75 

4 

I 


R.'iilway  stocks  liave  fallen  ci.ii-iiUraUly  in  tiiarkt't  \.iliu\ 
even  in  the  face  of  fairly  well  niaintaiiUMl  dividciuls.  W  licthcr 
the  same  ]ilH'ii"inenon  would  have  occiirnd  tiiulcr  a  diifireiu  ar- 
ransrenient,  i>r  woidd  have  occurred  to  the  same  extent  is  a  moot 
(|iiestiijn,  hut  one  hardly  worth  discu^'^inof.  It  is  safe  to  as';urne 
that  under  any  conditions  of  operation  the  railways  cnnld  hardly 
have  competed  with  other  industries  that  were  making  tremen- 
dous war  i)r(>i1ts.  The  same  competition  was  going  on  simul- 
taneously in  the  liiitcd  States  between  the  railways  and  other  in- 
dustries, .ind  in  :i11  cases  the  railways  failed  to  be  successful  in 
earning  the  same  rates  on  investment  as  industry  in  general,  or  in 

securing  capital  on  the  same  tcnns  as  war  favored  indttstries. 

^'ct  it   is  nut   inilikch-  that  ilu-  fall  in  price-;  nf  I'.riii^h   r.aiKvay 

stocks  retlected  the  uneasiness  of  tlic  inve-tini:-  pulilic  as  to  the 

future  of  the  railways. 

This  tall   in  market   iirici'^  on  tlir  !,i>n(lMn  exrhan^e  nia\    be 


126  \V\U   AUMIN'ISTKATION    Ul     i;  \  1 1  \V   WS 

indicated  bv  means  of  the  lollowinK'  table,  whiclt  j;ivcs  tl>e  (iiiota- 
tions  jiisi  pric.r  f.  tl.e  uar  (July  iO.  1914).  and  at  the  latest 
available  date  (I  )e.emlK:r  IJ.  l'M7).  ni  the  same  iwenty-tive 
stocks  covered  by  the  precedinu  table.  >o  f.ir  a>  statistics  are  at 
hand  overinj;;  their  market  lluctiiatic»ns. 

M  \KK1-T  TKICI-:  OF  STOCKS  Ol    .'5  I'KINCII'.M.  liKH  ISH 

RAILWANS 

July  .«),  1''14.  and  Oiciinlic  r  IJ.  IVl" 

(Tak«-ii  from  the  Kailz^iiy  <"i-'''«'  '•'  I-'""'"") 

Claisiif  Markit  price  iMi 

|<„.,,1  St<H.k    July  30.  WU    DtccmlKT  l.Myl7 

Uarrv    IKfOrd.  W .  77 

CaliMl..niaii    ..  '"•' •  ''«  I',, 

Kimuss    ','"•  -^.z  '^^ 

r.lasKcw  «:  Suutl.  \\\>Uru,,..  Def.  .}«.ki  -64 

(;r. at  Central   .VM'ret.  MI..  34', 

IS'U 

(ireat   Ka>tern    ''"'  '^,'  Ui 

Croat  North  of  Scotland  ]>-[■  -^  «  "^  -■ 

(Jrcat    N..r!hern    !>-'  ,;«  i  ^, 

Great    Western    '  "•'  I'*  -;  %/ 

Highland    '»'•'■  •:!»->^  ^^ 

Mull   &   Barnsley    '"■]■  •;'  7-,. 

Lancashire   &    V..rkshire  (  ;r.  .  7oV4  ^4 

London  &   N.irth   Western....  On.  21  W/, 

London   &    South    W.st.rn..  Ord.  1   -^  «1 

London.  Britilitr.n  &  .Sontli  Cna-t  Ord.  94  /^>* 

London,   Ihatham   8:   Oovvr     .        4' .   I'rel  76..  59 

Metrop.ditan    ' ' n  •  3V ,  ZLh 

Midland    R'f  ^J,,  tVj'.,. 

North    nriti>h    ...  I>^t  22   .  U 9, 16 

Xorth    Kasf.rn    .,  "^'\-  •'=  :  ?^^ 

North    London    "rd  H«' .■  58-^ 

North  Staffordshire   .. .  "r.  .  /9  b£ 

Rhymney     'n '  ^^' -•  »« 

South    Kastern    V  rd-  69  54^ 

Taff    Vale    '"-d.  /o  53'^ 

llriti-h  raihvav  stocks  had  declincil  mnsidevably  in  the  decade 
iu-l  precedin.L;  the  'Icclaratinn  •'I  war  with  (Icrmany.  and  this  de- 
cline continued  with  little  change,  so  that  in  Deceml.)er,  l')l",  the 
(|ii..tati.in.-  were  iP.ni  JO  t-.  40  per  cent  lower  ihan  on  July  30. 
l')14.  ju-t  U-fore  llie  outbreak  of  war,  and  thl.^  in  >pite  of  tlic  fact 
th.it  nio<t  i>i  the  stix-ks  have  maintained  their  dividend^  at 
nearlv  the  pre-war  level.  To  instance  a  few  suikin.o-  e\anii>lcs 
from  the  foregoing  table.  Xorth  Western  stock  sold  at  l_'l  at  the 


OHF.AT   BRITAIN 


127 


end  of  July,  \\)14,  wliile  on  DcccnilKT  IJ.  1''17,  it  was  quutetl  at 
89>-i.  Similarlv,  (Irc-at  W  t-sicrn  st.K:k  lell  I'roin  lOS'..  in  1«>14 
to  Si'/j  in  Vn?,  and  S..utli  Western  from  105  to  81.  lliat  is, 
while  the  averaue  rate  of  divi'Iend  for  twenty-five  represe'itative 
railways  was  4.63  jK-r  cent  in  1"'16  as  compared  with  fi.Of)  per 
cent  in  I'M.^,  a  decrease  of  less  than  one-tenth,  the  market  value 
of  rei>re>ent:iti\e  railway  >tofks  v\a>.  falling'  fnun  _'(»  to  40  \)*:r 
cent. 


I 


i 
^1 


APPENDICES 


I 


APPENDIX  A 


Personnel  of  the  Railway 


War  Ortranization  in  the  United  States 


llll-:   AMl-.hMC.W    UAll.W  \^■    ASSOCIATION" 


Special  Lummuike  i>n 


Xai  iiiNAi,  Dici  i;.\".-E 


li.viiiiti:  L-  Cominiltc 


-'llu-  Raih-.iads'    ll'or  Bnard 


l-'airiax  iiairisoii,  Chairman, 


'resident,  Soiuho 


rn  Kailwav  Sv-teni 


lluuard  Elliutt, 


I'iiairiuan   CniiiniiUec  wU   i  ntcrti  .rporate   l\elation^ 
\nvk.  Xcw  Ihixcn  \  liartlurd  l\ailroad. 


Xew 


Hale  tlulden, 

I'resident.  Ciui.- 
hilius   Krutl>chn!tt, 


'.uiiinL'tun  \-  (  luincv  Uailroad 


Chairman    [■^xecuuM'   CMininiiu 
pany. 


iiitiiern    i  ai 


ilic   Ciini- 


SamiR'l  l\ea 


1 


'resident,   I 'enn^\lvania   Kailr 


lad. 


K.  1-:.  Clark, 


lnter>iaK'  C'liniini-iee  CMiinin-^iMii.  e\  oincio. 


Gi-:ni;uai,  Chmmitti-.e 

Fairfax   llarri-^'n.  Ceneral   (,'hairmaii 

George  Hodges.  Assistant  to  Cicneral  Cliainnan 

I.  E.  Fairhank-;,  Secretary. 

Nurthi-aslcrn  Department 


T.   II.   Iliwti^ 


I  enii>orar\-   Keceivcr, 


Boston  .^  Maine  Raih-oad,  Chairman. 


II.  M.  F.i-c> 


\ 


ice  1  'rc-i<lent. 


iTvton  \  Aliiain-  Railroad. 
Howard  I'-lliott,  Cliairman  I'Mmmitteo  on  Intercorp( 
lations 


rate  Re- 


Xew  York,  Xew  Tla\on  ^K'  Ilartfnrd  Railroad,  ex  oi'ticio. 
F.   I.  Pearson,  Tre-^ident, 

Xew   \ork.  Xew   lla\en  ."v-    llartt'ord   Railroad. 
IMorris  Mid'lonald.  President, 

M.-iine  <  'cntral   Railroad. 


132 


W   \l;    \li.\llMM  U  ^rH'N    "I     K'vU.W-vVS 


Eastt-ni  L\-t^"lii'^'iit 
L    I'.  Loree,  I'rLsident, 

Delaware  \   1  hKl>on  Cuiiipany,  Cliainiian. 
Eli>lia  Lee,  Acting  \  ice   1 'resident  and  General  Manager, 

I'ennsvlvania    Kailroad. 
W.  (',,   r,c>ler,   I're-ident  anil  ("leneral  Manai^er, 

Central  Railroad  of   New  Jersey. 
Samuel  Ke.i,  I'rcsident. 

renii-ylvania  Railroad,  e\  ulticio. 
A.  H.  Sniidi,  I'resident, 

New  ^■()rk  Central  Lines. 
A.   \\".   Thonipscn.   \'ice    I'rcsident, 

lialtinit.rc  \-  <  'lii..  Railmad. 

Sontlh-iislirn  licpartmcnt 
\\     1.   Ilarahan.   I'resideiu, 

"Seabnard  Air  Line  Railway,  Chairman. 
E.  H.  Coapman.  Nice  I'rcsident 

Southern  Railway  Sy-tcni. 
Lyman   Delano,  \ice    I'rcsident. 

.\tlantic  Coa-t  Line  Railroad. 
R.  \-.  Tavlor,  N'ice  President  an.l  Cencvai   Manager, 

Mobile  iS;  Ohio  Railroad. 
W.  A.  Winburn.  I'rcsident. 

Central  of  Georgia  Railway. 

Central  Prparttncut 

R    H.  .\i-hton,  Pre-ident,  . 

Chicago  .V-  Xorih>\c^ie;ii  Raihvay,  Chairman. 
E.  E.  Calvin,  President, 

Union  Pacific  Railroad. 
Hale  Holden,  President.  ,,   .,        ,  «•  ,;^ 

Chicago,  Burlington  \  Omn.y  Railroad,  ex  ofTicio. 
C.  TL  Markhain,  President, 

Illinois  Central  Railroad. 
G    T      Peck.  Eourth  Vice  President, 

Pennsylvania  Lines  West  of  Pittsburgh. 
1"    D    '^ewall.  Vice  President. 

Cliirasin.  Milwaukee  X-  St.  Paul  Railway. 
G,   T.   Slade.   First  Vice  President, 

Northern    Pacific   Railway 


Al'li.MUc  i:s 


Suuthcni  Ui-piirtnu-iit 
\V.  B.  Scott,  IVesident, 

Soiilhern      i'arilic     Cniiipany, 
e'liairinan. 


s-1 


.ouisiana 


Lines. 


P..    1".   I'.u-h,    I'n-'Mdcnt, 

.\ii^:viuri  I'acilk  Railroad. 

luliu-  KnniM-himi.  i  haiiinaii  1 
SdiuIutii   I'acilic  e'iimii:!nv 

C.  1*".  Si-luift'.  Receiver. 

Mis-'juri,   Kaii-a-^  X-  'I'exa' 

T.   M.   Schumacher.    I 'resident. 


■'.xecutive  ('Mnimittce. 
.  ex  oft'icio. 


Line 


i-.itrni 


■A  r 

I- 


. .  .S;  S'  111 


tliwe-tern  I  .ini|ianv. 


Wni.  Siinuile 


lie.    1 'resident, 


Southern   I'acitic  C(ur,pan\ 


\-icitlc  Svsteni 


Cliairman. 


L  D.   I'.irrcU.   I'resident, 
()reu<iii-\\  .ashin^ton 


Radroad  .uid  Xaviyition  Gmipany 


R.  S.  Lovett,  Chairiri.an   I'xecutivc  C  oniniuiee. 

I  'ni.Mi  I'.acilic  Sy-tenr 
E,  P.  Riplev.  President. 

Atchis.'.n,  Topeka  .'v  Sania  I'e  Padway. 
L.  C.  Gihiian.  President, 


Kikane, 


Portland  &:  Seattle  Railwav. 


C.  ^L  Levey,  President. 

W'e-terr.   I'acitic  RaihMad 


SrilCOMMITTEE? 


Coiiunissioii  (1 


;;  CiV  Scrl'U 


C.  >L  ShealTer.  Oen'l  Supt.  Transportation, 

Pennsylvania  Railroad.  Chairman. 
W.  L.  P.arnes.  Supt.  Transportation. 


Ch 
W.  C.  K 


'urhnston 


^S-  Duincv   Railroad. 


,dl.   Suyit.  Transportation, 


Boston  &   ^Laine  Railroad. 
P.   IL  Mcraulev,   Supt.  Transportation, 


Xorthern 


Paciiic   Pail\ 


G.  F.  Richardson.  Supt.  Transportation, 

Southern  Pacific  Comp  mv. 
T.    A.   Somerville.   Gend    Supt.   Transportation. 

Missouri  Pacific  Railroad. 


134 


W  \K   AHMIM- 1  l<  M  HiN  or   KMI.WAVS 


D.   I-'..  Si'aii,L;k'r,  dinl  Sii]'!.    I  ran-ii'Ttation. 

Xuritilk  \  W  c-tcrn  Railway. 
C.  B.   I'lu-l])-.  Sii]>t.    rran^pnrialinii, 

Loiii^ville  X;  Xa-livillc  Uailroad. 

Militarv  Equipnicni  Slaiulards 

].  T.'\\'alli>.  Ccn'l  Supt.  Mntivc  I'mvor, 

reniisylvatiia  Raili-Mail,  (/liairnian. 
C.  K.  Chan'ihcrs  Snpi.  Motivi-  I 'owcr, 

Central  Railroad  of  New  Jersey. 
C.  .\.  I.itulstnMii.  .\s-^i>tant  lo  I're-ideiit. 

l're<-e<l  Steel  Car  Company. 
F.  W.    Mahl.    Direct. ir  <>i  Purchase-, 

Siiutheni  Pacific  Cciiiipanv. 
Peter  Parke,  Chief  Engineer, 

The  Pullman  Cnmpany. 
K.  !■;.  Smith.  r„.>neral  Su])t.  Motive  I'ower. 

.\tlamir  Coa-t  Line  Railroad. 
C.  B.  ^'oun,uc.  Mechanical  luigineer, 

Chica.uo,  P>urlinL;ton  i"v  Ouincy  Railr.ad. 

Military  Transportation  Accoiintini/ 
1  j.  plant.  Comptroller. 

S'.uiheni  Railway  Sv-tcni,  Chairman. 
P.  P.lauveU.  ComptrolKr. 
I.ehicrli  \'allev  Railmr.d. 
R.  Maniii.  \'icc  President  and  Comptroller. 

Great  Xorthern  Railway. 
1),  Mu'-iiald    \i<r  Pre-ident  and  Controller. 
Southern  Pacific  Company. 
C.  P,.  Scucf.  \'ice  President  and  Cnuiptroller, 

Union  Pacific  System. 
C.  P  Slurjiis,  General  .\udit.ir, 

Chicago.  r.urHn.s:ton  iS.-  (  Hiincy  Railroad. 
John  Carsten^en,  \'ice  Prc-idcnt. 
Xe\^•  York  Central  Railroad. 

Militarx  I'assniiirr   Tariffs 

E.  L.  P.evinc;ton,  Chairman, 

Transcontinental  Pa-senjrcr    \s?ociation,  Chnrman. 

F.  C.  Donald.  Commis-^ioner,  _ 

Central  Passenger  Association. 
W.  H.  Howard.  Chairman, 

Southca'^tcrn  Pa-^enirer  .\ssociation 


7 


c. 

A. 


\iM'i\iiiri:s 


135 


C.  I.,  lluiitcr,  \'iie  CliainiKiii, 

Tnuik  l.ine  AssKiatinii. 
\\  .   I..   I 'nut,  Clnirii'.nn, 

Xl'w   l".ii.t;l:'.iiil   rassi-nqcr    \.-.>iJcialion. 

Militi:ry  l-rci^ild  Tarills 
L.  Green,  \iic  I'iv-pIciU. 

SmuiIktii   K.u!\'.a\    S  . -U'ln,  lliairni.in. 
1'".  1'..  lioyd,  e.lKurmaii, 

W  f-'lcrn   Iriiuk  l-inc  A^-niiatioii. 
I.,   l-;,   rii.iKii-r.  C  hairiraii, 

Suutluv-i^tcrn   l"r(.M,L;lil   A"' ".iatii  n. 
\i.  1 1.  l'(nitilis>,  I  liairni.:!!, 

1  ranscontiiK'iital   I  ivi^lit   I'linaii. 
I".  A.   I. eland,  Cli;iiriiian. 

SMiitliwe-teni    larilY  ( 'c  iiiiuiittee. 
C.  r.  XUCaiii.  Cliainiiaii. 

'I'muk  Line  Associati'  n. 

E.  Morris.  Chairman, 

("cntral  I-'reit^bt  Ai^sociation. 

Materials  ami  Siipl^lics 

H.  B.  Spencer,  Vice  President. 

Southern   Railwav  S\-teni,  Chairman. 
W.  I'"..  IlDdscs,  Vice  President, 

Atchison,  Topeka  X:  Santa  Fe  Raihvay. 

F.  W.  Mahl,  Director  of   Piirchases, 

Southern  Pacitlc  Company. 
W.  H.  Myers,  \'ice  I'residcnt, 

I'cnn'^vlvania  Raili  oai\. 
T.  W.  Tavlor.  Assistant  to  President, 

Chic.ai:'-'.  Milwaiikee  S:  St.  Paul  Railway, 
neorge  C.  ^■conlan•^.   Piirchasintr  .Vgfent, 

\e\v  Vnrk.  \o\v  TTavcn  .K-  TTartfor-l  Railroad. 

l:.\frcss  'l'i-:!iis[^i'rtii!ioii 

F).  S.  1-lliott,  \'ice  !Ve-ident, 

American  I'-xjircss  Company.  Chairman. 
I.  ]].  Hockadav.  Vice  President  and  General  ^Tanngc^, 

Sonthern  Express  Company. 
I".  «;.  Tlolhrook,  \'ice  President, 

Wclls-Farsi'  e'v'  Companv  I-.xpress. 
TT.  F.  TTuft'.  \'ice  President. 

,\dams  Fxpre-s  Company. 


136 


\\  AK 


AllMlM.-I  K  ATIIIN   OI-    RAIl.WWS 


General  cJi>i;uaiini;  Committee  of  liASTERN  Railway 
Executives 

(Apii^'iiiicil  Xovember  26,  1917) 

A.  \V.  Tllolllp^on,  \  ice   l'ri.'-.i(k'iit. 

l!altimop>  &  Uhiu  Uailroad,  Lhairman. 
Carl  R.  Gray,  Chairman  and  rrcsidcnt, 

Western  Maryland  Railway. 
G    L.   Reck,  Fourth  \ice  1 'resident, 

Penn-,vl\ania  l.nies  West  of  Pittsburgh. 
Elisha  Lee,  Actin;,-  \ice  I're-idcm  and  General   Mana-cr, 

Pennsylvania  Railroad. 
P.  U.  Crowlev,  Vice  President. 

Xew  York  Central  Railnxid. 
A.  T.  Dice,  President, 

Philadelphia  &  Readiuu  Railway. 
A.  T.  Stone.  X'icc  {'resident. 

Erie  Railroad. 


I 


APPENDIX  B 
Regulation  ot  the   Forces  Act,   1871    (Great  Britain) 

34  ^  35  \icl.  Cap.  8b.  .\u  Act  v,r  tlie  huttcr  Rc-nl;itioii  ut  the 
Rej,nilar  and  .\u.xiliarv  Uiml  Forces  ot  the  Lruuti;  and  for 
other  puri)o-es  relatin.i;  thereto  (so  far  as  relato  to  Kail- 
ways).     (  17th  .\ii.!;u-,t,  1S71.) 

PowKK  oi-  Gu\i:knmi:nt  on  Occasion  oi   I^mkrgencv  lo  1  ake 
Possession  of  R.mi.koads 

1(,  When  lur  niajestv,  bv  .  nler  in  omiicil,  (Uvliin-.  lliat  an 
emer-eiuv  lia>  ari-en  in  \vhich  it  i-^  expedient  lor  the  pnbhc 
service  tliat  her  majesty's  jiovernnicnt  shcnild  h;i\e  miitrol  over 
the  railroads  in  the  I'nited  Kin-doni,  or  any  of  ihcin,  tlie  secre- 
tary of  state  may.  bv  warrant  ui.der  his  liand,  empower  any  per- 
son or  persons  named  in  such  warrant  to  take  possession  m  the 
name  or  on  behalf  <.t  Iut  majesty  of  any  railroad  in  the  L  nited 
Kinijdom.  and  of  the  plant  Ijelonging  thereto,  <.r  oi  any  part 
thereof,  and  mav  take  pos-essi^n  of  any  i>lant  without  takln.^'  po.s- 
session  of  the  railroad  itself,  and  tr.  use  the  same  tor  her  maiesty  s 
service  at  -luh  time-  and  in  -ucli  manner  as  the  secretary  of  state 
mav  direct;  and  the  .lircct.)rs  otlicers,  and  servants  of  any  such 
niip-tl  -ball  obev  the  directions  of  the  secretary  of  stale  as 
to  the  u>er  of  such'tailnMil  or  plant  a^  aforesaid  for  her  majesty  s 

''''  \nv  warrant  ■,'ranted  bv  the  -aid  -ecretary  of  state  in  pur- 
suance of  thi-;  -ectinn  •^hall  remain  in  force  for  one  week  only,  but 
,nav  be  reiu'ued  from  u  eek  to  week  -^o  lonR  as.  in  the  o,.mi..n  ot 
the  said  -ecivtarv  of  -tate.  the  ■•mer-encv  continue-. 

There  "^hall  be  jxtid  to  anv  per.-on  or  body  of  persons  whose 
railroad  or  plant  mav  be  taken  jxis.e^^ion  of  in  i.ursnance  nf  this 
section  out  of  money-  to  l>e  provid.ed  by  parliament,  such  full 
compensation  for  any  lo.s  or  injury  they  may  have  sustained  by 
the  exercise  of  the  powers  of  the  secretary  of  state  under  this 
section  as  mav  l>e  ai:reed  upon  between  the  "^aid  secretary  ot  -tate 
,-md  the  said  person  or  bodv  of  persons  or,  in  ca-e  ot  ditterence. 
may  be  settled  bv  arbitration  in  manner  provided  by  "1  he  Lands 
Clauses  Consolidation  Act.   iS4.=;." 


f\ 


138 


WAR   Al)MINl>TRATIOS  OI"  RAM-WAYS 


I 


W  licrc  am  railroad  ..r  plant  is  taken  possession  oi  n.  the  n.nie 
or  un  bfhall'ut  her  niaje^^tv  in  pursuance  ot  this  section  all  con- 
tracts and  cnKat;cnicnt>  between  the  i>ersun  or  ho<y  of  i)ersons 
whose  railroad  is  so  taken  possession  of  and  tlic  directors,  nfti- 
cers  and  servants  of  snch  person  or  body  nf  persons,  or  between 
.ncli  person  or  I.0.U  ..f  persons  and  any  other  iKirsons  in  relation 
to  the  w..rkin-  or  maintenance  of  the  railn.a.is.  or  in  relation  to 
the  supply  or  workin-  nf  tlie  plant  of  <uch  railmad.  wh.cn  would, 
if  such  i)bs«essi.Mi  had  not  been  taken.  Iiave  been  eniorceable  by 
or  a-ainst  the  said  i)erson  or  body  of  persons,  shall  dunn-  the 
contrnuance  nf  such  possession  he  enforceable  by  or  against  her 

"''Y!.r'the  purposes  of  this  sectim  "railroad"  shall  inclu.le  any 
tramwav.  whether  worked  by  animal  (,r  mechanical  power,  or 
partly  in  one  way  and  partly  in  the  other,  and  any  stations  works 
or  accommodation  belon-in-  to  or  acquired  for  the  working  of 
such  railroad  t.r  tramway. 

•Tlant"  sliall  include  any  engines,  rolling  stock,  h.-ises.  or 
other  animal  or  mechanical  power,  an.l  all  thim:-  necessary  for 
tlie  proper  working  of  a  railroa.l  ,,r  tramway  which  arc  not  in- 
cluded in  the  word  "railroad." 


I 


I 


Al'PKNDlX  C 
Special  War  I'owcrs  Gi anted  to  Board  ot  Trade  (Great  Britain) 

Defence  ov    iiit   Realm    Um.i.latiuns.  7".     I'cwiks  as  to 
Railway  Tkaiiic  AND  Fares.     (Decemukk  1.\    I'Mi.) 

(Februakv  J.I,  rn,  I 

(1)  The  U(i;ir(l  'i  Iratlc  may,  fdr  the  purpose  of  inakiiif,'  the 
most  etficient  use  of  railway  plant  or  lalwur,  witli  a  view  to  the 
siiceessfiil  prosecution  of  the  war,  make  nrdcr-  for  all  t.r  any  of 
the  following  purposes,  namely : — 

(a)  for  enabling  the  Board  of  Trade  to  take  possession 
of  any  pri\ate  owner's  wagons  and  to  use  those 
wagons  in  such  manner  as  they  think  best  in  the  in- 
terests of  the  country  a>  a  wliole,  on  ikIi  -..nditinns 
as  to  pavment,  use.  and  otherwise  as  may  be  iT(.\ided 
bv  the  order: 

(b)  fiir  enforcing  the  prompt  loading  or  imloadmg  of 
wagons,  bv  making  failure  to  load  ..r  unload  in  ac- 
cordance uith  tlu'  Mfder  an  offence  and  f' t  cnablmg 
wagniK  which  .an-  ii-t  ].;-mpt!y  unloaded  by  the  con- 
signee U<  be  iiiilMa(Ud.  and  thvi''  contents  to  be  de.alt 
wTtli,  at  the  ri-k  and  expense  of  tb.e  consignee  In 
manner  provided  l)v  the  order: 

fc)    for  curtailing  any  >tatutory  re(|uircment'i  as  to  the 
running  of  train- Or  alYording  other  facilities  on  cer- 
tain lines  or  .at  certain  st.ations  or  for  requiring  the 
disuse  of  anv  such  line  or  station,  in  cases  where  the 
curtailment  or  disuse  appears  t"  the  Board  of  Trade 
to  be  'ustified  bv  the  necessity  of  the  case: 
((H    fnr  re-trictim;  or  pmhibiting  certain  classes  of  tralt'C 
,  including  the  carriage  ni  pa^-ongers'  luggage)   on 
railways  either  absolutely  or  -ubicct  to  any  condi- 
tions for  which  provision  i-  made  bv  the  order: 
(e)    for  modifying  any  statat.iry  re(|uircments  with  re- 
spect to  the  maxinuun  amount  of  passenger  fares  : 
f)    Tf  anv  person  .acts  in  contravention  -f  or  fails  to  comply 
^vitb  ,anv  of  tho  prnvi-i.m<  of  an  order  ^o  made,  he  shall  be  gudty 
of  ;i  vumni.arv  offence  against  these  regidations. 


\ 

I 


II 


140 


W  \H  .\liMIM<rK\TION  (II     k\ll.\\ WS 


(3)  \ny  (.r.liT  in:iv  Ijc  niade  su  :is  to  apply  generally  to  all 
raiUvavs  or  to  anv  cla>s  of  railways  nr  to  any  speci:.l  railway. 

(4)'  \nv  order  of  the  Hoanl  ni  Tva.lc  iin<lcr  this  regulation 
niav  be  reC^kcd.  cxtcn.lnl.  or  varic.l,  a«*  .vcasion  rocunres 


AIM'KNUIX  I) 

Orders  of  H(..n.t  ot  Tra.lc-  (Great  Britain)  Under  Defence  erf  the 
Realm  Regulations,  7'" 

XI.— ORtiF.KS  AS  1(1  Railway  Trakfic  and  Iakes  Inofk 

KEt.LI-ATlON  7" 

Tlh-  Railuvxs   ( I'asscuficrs'   Lumiafjc )      rd,r,    ioi6.     Dated 
December  21,  10:6. 

W  hereas  bv  KcKulation  7"  of  the  Defence  01  tlu-  Realm  (Con- 
s..li<lati..ni  Ra-iilatioiis,  1<)U  (inserted  in  those  '\''^^"1-';''^"V'>; 
an  Order  in  C.umil.  dateil  the  13th  day  of  December.  1916).  it 

is  amcn.u'-t  iiIIkt  things  provide)]  a-  follows: 

IJK-  i;.  aid  of  Traile  inav,  for  the  piirpos.-  >f  making  the 
most  cflicient  use  of  railway  plant  or  labour,  with  a  view  to 
the  successful  prosecution  of  the  war,  make  orders  for  all 
or  any  of  the  followini;-  purposes,  namely:    - 

(d)  for  rc-trii  tm;,'  or  pr.  .liibitins  certain 
classes  of  tratVic  ( inciudin-  the  carriai,'e  of  passcn^'crs' 
luggage')  on  railways  cither  ab-.-lutely  or  subject  to 
any  conditions  for  which  provision  is  made  by  llie  order. 

Now  therefore,  in  pursuance  01  their  powers  under  the  said 
regula'.ion  and  of  all  other  jKiwers  enabling  them  in  that  Ijehalt. 
the  I'.oard  of   Iradc  herebv  order  as  follows:— 

On  and  after  the  1st  dav  of  January.  1917.  the  Railway  Corn- 
names  of  Great  !',rit:iin  m;iv  refuse  lo  carrv,  as  passen-.ers  lug- 
ga^'c,  hr^k'^'i;^-  exceeduiL;-  m  all    !"(>  poniid^  in  weiidu   tor  each 

''''This' Order  may  be  cited  as  t!ie  Railways  (  I'asscnger-'  l.ug- 

■  ■aeel  <  'rder.  I'd  6. 

■"  -^  A.   11.   Stan-i.ev, 


'  ?cc  .Appfiulix  <-".  p.ii.''"  I.'''- 

2  T. imitation  on   Pa'^^cnj.'frs'  I.iiKKaRi- 


p.cial  act^.  etc.,  u{  the  various 


for  re. .- -  .     , 

to  150,  120.  and  100  lbs.  respectively 


.11 


14- 


\V   \l;     \I)M  I  \  I-  I  li  \  I  K  IX   (]|-    R  \II.\\   WS 


J  he  Kaihcays  {l\:ssL-iiii,r  [uiri-s  t  i)idrr,  /y/O.    Dated  December 

21,    IQlO. 

Whereas  Iiy  Re.L;ulation  7",  clc; — 

I  lie  IJiiaiil  Hi  1  nidc  iiia_\.  n  iV  ilu-  purpose  oi'  inakii:/  the 
most  criiciciit  n.-'C  oi  railway  plant  ,,r  lal)inir,  *vith  a  view  to 
the  successful  iirostcutioi'  ot  the  war,  make  orders  for  all  or 
.iii\   cf  the  fMllowiii^r  i)nrp<'ses.  iiamelv  : — 

.  .  .  {c)  for  niotlifyiiii;  any  statutury  require- 
ments with  respect  tri  the  maxinuini  a'^iount  uf  pas- 
senger fares. 


» 


Xmw,  tlu'refire.  etc.,  tlie  Hoard  >  ,  Iraile  herein  (irder  as  fol- 
lows -  - 

Un  :iTi(i  after  the  1st  January,  ]\)\7.  the  railway  conii)anies  in 
(jrcat  r.ntain  may  cli:.rj;e  in  additimi  to  the  jjassemjer  fares  con- 
tained in  the  lists  exliihitcd  at  the  stations  at  the  date  of  this 
■Order  .-i  --nni  equal  to  one-half  of  svch  f.ares,  or  where  the  fare 
i-  noi  ('(lutained  in  such  list  they  ma\  charjje  one-half  more  than 
the  maxiniuni  f.arc  which  wou'il  he  cliar,i,a'ah!e  Init  fc^r  this  Order, 
and  .all  su(di  li-ts  .and  .ill  nas-;ent;er  tickets  on  which  the  fares  are 
printed  or  written  shall  ln\e  elfect  ;is  if  the  fares  stated  were 
increased  l>y  the  ;idditional  snni  ~o  charged. 

This  Order  nia\-  be  cii  d  a-  the  Railways  fr'as^en<'er  Fares) 
Order.  1916. 

A.  IT.  Si  ^vi.ev. 


77), '  /letenliiVi  of  Wanoiis  lUhi  S'lieefs  ( Eiu/laihl  ■uu!  Wales) 
Order,  ivi-.  dated  March  K").  ioi~.  made  by  the  Board  of 
Trade. 

1917.     Xo.  246. 

\\  hereas  by  Re.^.julation  7''  of  the  Defence  of  tlie  Realm  Regu- 
lations the  Board  of  Trade  h.ave  iiowcr,  for  the  pur])o-,e  of  making 
the  most  efticient  use  of  -.Tilway  i)lant  or  labour,  with  a  view  to 
the  successful  pro-ecution  of  die  war,  to  make  orders,  amongst 
other  things,  for  enforcii.  ,  the  prompt  loading  oi-  unloading  of 
wagons  ))y  m.ikmg  failure  t^i  load  or  iml.>ad  in  acc(M-dance  with 
the  order  an  offence : 


.\i'I'i:m)Ii  K.-- 


14.5 


Now,  ilu-ii  ;i.rf,  (^•tc.  the  lliraril  di'  Trade  heri.'!)v  (jnlcr  as  fol- 
lows : — 

1.  <Jii  and  after  the  l-i  Aiin!.  TUT,  tlu-  trade*-  resiKjnsil)le  tor 
the  loadiiin'  i.r  iiiiloadiii:;  of  aiu  ii  eroliaiidise  ( excliidiii;^-  coal, 
coke  and  patent  fuelj  i-oii\eyed  or  to  be  coiiveyetl  by  railway 
sliail  lo.ad,  unload,  or  cause  to  be  lo.ided  or  unloaded,  and  lender 
to,  or  i)lace  ;it  tbe  di^im^al  ■  f  Ute  Railway  Company  the  wagon 
employed  toi;eilier  wilh  tlu-  C'veriiiL;'  slieet  or  sheet--,  if  any, 
within  such  number  of  da\  -  alter  the  day  I'U  whiih  the  uaj^on 
and  sheet  or  sheci:^  Iuinc  been  placed  at  the  d.i-^ini-ai  of  the  tr.ader 
as  is  specitied  in  the  Schedule  hereto. 

_'.    (  Define^  "tr;uler."  i 

.\  (  Prohibits  fader^  fioui  iK--ini^  •.■(|uipinem  for  their  own  in- 
ternal purjwses. ) 

4,  It  X  tr.'ider  a  ,  in  C"ntra>.  eiition  of,  or  fails  to  comply  with, 
any  provision  of  tins  Carder,  he  i-  L;iiilty  of  a  summary  offence 
apain-^t  'he  nefeiice    if  titc  Keahn  Regulations. 

3.  XothiiiL,''  contained  in  this  Order  --hall  ]ireiudice  or  at'tect  the 
ri,;;ht  of  a  Railwr.y  C  nnip.uiy  to  reco\cr  ilemurrasc  or  other 
charges  on  wagons  or  sheet-  ^r  the  liability  of  a  trader  therefor. 

().  This  Order  shall  appl\-  to  bai^-Jand  ;iu(l  Wales,  and  may  t>e 
cited  as  the  Detention  >•{  Wa^'nis  .and  Sheets  (  l'.ni:land  and 
Wales)   Order,   l')17. 

A.  II.  St\.vi.i:v, 
I'rrsi.lriit  ,>/  ,'/;,■  Board  ,>/  Trade. 
Board  id  Trade. 

lf)th  March.   1"17. 


Schedule 


Number  of  Day-    \l''iwcd  for  i.'>,adin<.;-  or  L'nloadiiiLr  Merchan- 
dise   (ex    -.diti.i,'  Coal.  Coke  and   Patent   Fuel) 

(a)   Wa^on      .ipplied  empty  for  loadinj:;. 

At  Statidiuf,  ;"'•/:■<;'(•  Sidings.  PncL's.  Jl'lianys.  etc. 

Wa^^oii  t.)  k'  loaded  and  tendercil  to  Railway  Com- 
pany fi>r  conveyance  within  one  day,  exclusive  of  the 
dav  on  which  the  Wagon  i-  placed  at  the  trader's  dis- 
posal. 
<  b)    Loaded  Wagons  after  coiivcvancc. 
At  Stations. 

\\'ag''.n  to  l>e  tniloadeil  nn<l  placed  ,at  Railway  Com- 


144 


\\.\l<    \llM  IM>  I  K  \!  lii.N   or    U  MI. WAYS 


|!;iii_\'s  (lis)uKal   within  two  clay-  cM'Iusi\'c  of  the  day 
(>t  receipt  li\    the  trader  of  notice  of  arrival. 
.■It  I'orts.     (  Shii'tiient  iraltic  only.) 

W'aj^on  to  lie  unloaded  and  placed  at  Railway  Com- 
pany'-- f!isp<>-al  within  three  d,'i\'^  e\c]ti>ive  of  the  day 
of  art  ival. 
./.'  Piiriitr  SiJiii(is.  Docks,   Wliiirrcs.  etc. 

\\'a:;on  to  he  unloaded  and  placed  at  Railwav  Com- 
pany's dis-jio^al.  if  etnpt)-,  wiiliin  two  da\'s,  or  if  re- 
loaded, within  thic'c  da\s,  exclusive  in  either  case  of 
the  d;iy  on  which  the  WaLron  is  placetl  at  the  trader's 
disposal. 
The  nnniher  of  days  to  t>e  allowed  for  the  return  of  atiy  cov- 
ering- .'^heet  or  -Sheets  to  be  the  same  as  for  W'aijons. 

Tlie  term  "day"  in  tliis  .'schedule  means  the  fwentv-four  hours 
be,2:innin^^  at  6  a.m..  e.xclndiiiL;'  the  twenty-four  hour-  U'pjinning 
at  Ti  a.m.  <  tt  a  .'^undav  morninf^. 


7'/;.    f^cicnfi'U  of  U'ihioii.':  aiiii  Sli.-cts  <  Sco'land  )    '  'rdcr.    IQir^ 
ddtcd  March   i6.   loij.  nunlc  by  tlic  Board  oj   Trade. 

247 

i-^i;.   .\o.  — - 

S.40 
(Similar  to  Xo.  1A(^.   in-t  cited.  Kut  applies  to  Scotland.) 


Schedule 


Number  of  Days  .Allowed  for  I.oadiiij.^  or  I'n'oadinc;  Merchan- 
dise  (Schcfinle  same  a-  \<      h.ngland  and  \\ales.) 


The  rnloadiitfi  of  ll'a,;ons  i  lini/laiui  and  \Va1c.<\  Order,  i()ij, 
dated  March  in,  /0/7.  made  hy  the  Hoard  ,if  Trade. 

Vn7.    Xo.  248 

Whereas  by  Ref,'ulation  7"  of  the  Defence  of  tbe  Realm  Reg- 
ulations the  Hoard  of  Trade  have  power,  for  the  purpose  of 
makins;'  the  most  efficient  use  of  railway  plant  or  lalx>ur.  with  a 
view   to  the  successful  prosecution  of  the  war,  to  make  oniers, 


AIM'F.MIK  KS 


14.= 


aiiiiiiiL;--!  'iilici'  ihinu^.  i'""  cnahlii^L;  \\ai;i>ns  which  are  nut 
lii(nii]itl\  mil' iaik'il  Id  Ik.'  iiiilnailcil  and  thuir  conifiiis  to  Ix;  dealt 
with  ai  ihe  n^k  and  i-xpcii-i'  ni  the  trader  in  manner  [Hovided 
1>\    ihe  I  irder  : 

N'dw,  ihereinre,  (.If.,  ihe  ll'iard  (it  Trade  herehy  nrder  as 
ImiImw  - : 

1.  If  a  wau;"n  t  iii  an\  Uailway  i>  n-t  unloaded  hy  the  trader 
within  the  time  ^hewii  in  the  Sehednle  to  thi.^  Urdei ,  the  Railway 
I  oiiipaiiv  may  ean-e  the  w  ayon  to  ]h.-  nii'oaded  and  the  eontents 
llieri'.i  to  he  w  arelion^e<l  or  .stored  at  the  owner's  ri.sk,  in  accord- 
anee  a  nil  an\-  directions  L;i\en  I'oi  the  purpose  hv  the  I'oard  ot" 
Trade. 

J.  .\ny  e\pin-es  incurred  li\  the  Railway  Company  in  unloa^I- 
inu;  the  wa^oii  and  any  eartaije.  warehon-.e  or  storai^e  char,t;es 
shall  he  |)aitl  1>\  the  tiader.  and,  in  addition  to  anv  other  remetlv 
availahle,  the  l;>'0(1s  in  respect  of  which  the  expeiises  are  in- 
curred ina\  he  detained  until  those  ex|)t'nses  ar.il  char.i,'es  are 
jiaiil 

,1.  The  |iro\isions  ni  tin,  (  )rder  with  respect  to  the  nnloadinj; 
of  wat;ons  shall  Ik-  in  addition  to  and  not  in  deroL^ation  of  any 
other  iirovisicnis  fur  eiiforcint,'-  the  ]irom])t  loadini:;  and  nnload- 
iiiji'  of  wai^ons. 

4.  .\eitlier  the  trader  ii'T  any  other  per-on  sliall  ohstruet,  in- 
terfere with  or  inii>ede  the  exercise  hy  the  Railway  Coinpanv  of 
the  powers  i;i\cn  by  this  Order, 

.^.  .\n\  person  acting;  in  contravention  of,  oi-  faihn^  to  comply 
with,  any  of  the  provisions  of  this  Order  is  ,t,'-iii!tv  of  a  summary 
offence  a,t;ainst  the  Defence  of  the  Realm  Rej::;nlations. 

T).   |-or  the  piiqxise  of  tin's  ( )rder  the  term  "trader"  includes 
the  consignor,  consis^niee,  trans I'eiee.  or  other  person  at  whose 
disposal  the  contents  of  a  waput  may  iie  held.     .Ml  notices  re 
ferred  to  in  this  Order  ma>   Ik-  tjiven  in  writinp  or  verhallv  or 
sent  hy  [Kist  or  by  teleLjram  or  bv  telejthone. 

r.  This  Order  shall  apply  to  I'.ns^land  and  \\'ale'^,  and  niav  lie 
cited  as  the  I'liloailinir  of  Wagons  (  Kn inland  and  Wale- I  Oi'dcr 
1017. 

.\.  H.  Sj.xNi.r.Y. 
Prt'sidi'iir  of  the  Board  of  Trade. 
Board  of  Trade, 

irnh  March,   1917, 


14(. 


WAU    .\1).\IIM>  IKAl  lIl.N    1)1     KAlLWAVs 


I 


Scltciiiilc 

Xumlier  "i'  l)a\-.-   i'>r  L'liioadin,^;   .\K  rcliandi.-i.-   icxchiding  Coal. 
I  mIsO  ami   Patent    l'"ucl.  ) 

.It  Slations 

Twd  ila\-  c.\cln>ive  oi  the  ilay  ul   rcLt-ipi  by  the  trader 
01  iiniicc  ul  arri\al. 
.It  J 'oris  (Shipiiiem  Traftif  only) 

Three  (lav>  exchi^i\t.-  of  ilu'  day  of  arrival. 
.■It  Prizatc  SiJiiu/s.  Pocks,  ll'lumrs.  tie. 

Tw"  (lays  fxclnsive  of  the  'la\    on  which  the  Wagon  is 
|iL-ued  at  the  trader'--  disposal. 

The  term  "dav "  in  this  Sehediilc  means  the  twer'v-four  hours 
i_ie;;inninL;'  at  <>  a.m..  exi'hidinL;  the  t\\  eiity-four  liotirs  beginning 
at  o  a. 1)1.  oil  a  Siiiidi\'  niorniiiL;. 


'flu-  UnloaiiiHii  .'/  \\'a<!ons  {Sc.''!iUiih   (hdcr.   Joi'.  dated 
March  ffi.   i')ij.  made  b\  the  l-toard  of  Trade. 


249 


1917.     X. 


S.41 


Similar  to  \o.  2)-S.  jiist  citiil  luit  applies  to  Scotland.) 


Schedule 

Xumlier  oi  Day-s  for  I'nloadii'L;  .Merehandise. 
foi    I".n:laiid  and  Wales,  i 


similar  to  that 


The  Pri;'ate  Chcuers'  liaifus  {  I'se  :vlieii  f.iiiply  ■   Order.   iij!~. 
dated  March  i(\  ioi~.  utade  hy  tlie  Boarii  ••>'  I'rade. 

1"17,     Xr..   250, 

\\  here;is  1>\  Re.milation  7"  of  iiie  T'elence  of  the  Realm  Kes- 
nlation.  the  lioard  of  Trade  have  [)i>wer.  for  the  purpose  of 
riakini;  the  most  efficient  i.  "  of  railway  plant  or  lalnur,  with  a 
view  to  the  successful  prosec.. aion  of  the  war,  to  make  orders, 


AI'l'KNniCKS 


147 


ainuii^st  ntlit'i'  iliinL;>,  lur  fiialdiiij,'-  the  liuard  of  Trade  to  take 
possession  >>[  any  private  uwner^'  wagons  and  to  nse  tli  ise  wag- 
ons in  sueli  manner  a.i  tiie\'  tliini<  i)cst  in  the  interests  of  tlic 
country  as  a  whole  mi  >nch  e-  nditions  a-<  to  pa_\nient,  use  and 
otherwi>e  as  may  be  proviiied  hy  the  (Jrder: 

X(jw.  therefore,  etc..  the  Hoard  of  Trade  herein-  order  as 
f(>ll(_)W"s : — 

1.  Where  a  ])rivate  owner's  wagon  would  otherwise  l.>e  sent 
on  a  jiiiirney  empty  the  i'.oard  of  Trade  may  take  possession  of 
the  wagon  i  t  th.at  journey,  and  give  such  directions  witli  res[)cct 
to  the  case>  in  which  possession  is  to  i)e  so  taken  and  the  use  and 
loading  of  a  wagon  of  which  possession  is  so  taken  as  thev 
think  tit. 

2.  Where  [Htssession  i,-.  so  taken  of  a  wrigon.  tliere  shall  l)e 
paid  to  the  owner  for  the  u-e  of  the  wagon  sucii  amount  as  may 
Ik.'  agreed  or  as  may  l-e  determine'!,  in  default  of  agreement,  by 
the  Railway  and  Canal  Commission  or  hv  an  Arbitrator  ap- 
pointed by  that  Commission. 

3.  The  owner  of  any  w.agon  and  any  other  person  affected  by 
directions  gi\en  under  this  Order  shall  comply  with  anv  direc- 
tions so  given  and  give  all  reasonable  facilities  for  carn'ing  out 
tliose  direction-. 

4.  Any  i>ersoii  acting  in  coturavention  of  or  failing  to  com- 
ply wit',,  any  of  the  provisions  of  this  Order  is  guilty  of  a  sum- 
mary offence  against  the  Defence  of  the  Realm  Regulations. 

5.  This  Order  shall  apply  to  Great  Britain,  and  mav  be  cited 
as  the  Private  Owners'  VVagons  (Use  when  Empty)  Order 
1917. 

A.  H.  Stanley, 

President  of  the  Board  of  Trade. 
Board  of  Trade, 
ir)th  March.  1017. 


Restrictive  Measures  Ordered  b\  Railzcay  Executive  Cohnnittee, 
January   r,  loiy 

Xotice  is  hereby  given  that  the  following  alterations  in 
passenger-train  travel,  as  applying  to  the  railways  in  Great 
Britain,  will  come  into  force  on  and  from  January  1,  1917: 

C-i)  Passenger-train  services.— Tin  passenger-train  services 
Avill  he  consideral)ly  curtailed  and  decelerated.  For  details 
see  the  company's  time-tables  and  notices. 


14S 


W  AU     \I>M  I  \  l~  I  l<  \  1  li  i\    I  ]|     k  M  I.W    \S 


(1.1  Reservation  of  seats,  compartments,  etc.  I'Ik-  ic-or- 
vation  of  scai>  .nul  r.  uniiaruncnt^,  ami  ^alonii-  I'mt  private 
panics,  w  ill  I'c  'Iwc  iiitiiuud. 

(c)  Sleeping  and  dining  cars,  'i'lic  ninmii^  ui  >lcrpinL;' 
anil  diniii',;  i'ar>  will  I'C  cm  t.'iilcd, 

I  (1 1  Through  coaches.  'I'lio  lunnmL;  ■  if  i  crtain  sliji  i-'  laciic^ 
ami  !iu.ir,i;l!  imiu-Ik--  hIV  niaiU'liiK'  tiain^  to  l.raiu-li  lines  wdl 
l)c  diMjDn'  innrd. 

{ c  1  Prohibition  of  conveyance  of  motor  cars,  carriages, 
etc.  kiiad  \  eiiu-U'--,  >ucli  a->  iHMidr  i-ar^.  caniaj;cs.  ^llou  \an^. 
I't.-  .  Will  not  1h'  acccjiU'il  fur  c.  in\  i-\  anco  l>y  passenger  tiaiii. 

(f)  Increase  of  fares.  All  pas^cn^cr  fares,  except  wmk- 
nieii'-  iickit>  nlailN  and  \\eeki\  i.  -ea-Mii.  irnders'  ;ind  /mie 
ticket-,  wid  \n-  inctea-etl  Ky  ,^0  pci'  cent. 

( i;  I  Cancellation  of  reduced-fare  facilities.- -KcducedTfarc 
faiilitie-  w  iM  in  certain  ca-e-  lie  ili-ci  ititimied.  .See  annontice- 
nieiit-  liv  indixidnal  cnnipaiiie-. 

I  li  I  Interavailability  of  tickets.  r.i--cnL;er-  li.ildinL;  urdi- 
nai"\'  >ea-iin  ■  if  tfader-'  tickets  cii\ei'iim'  points  diiectly  >tT\ed 
li\-  i\\(i  iir  more  com]iaiiie>'  line-  will  be  allowed  to  travel, 
for  the  tlironL;h(Htt  jonrney  on'y.  Iiy  any  route  >o  .-nailahle. 

In  c;i-e-  where  through  ticket-  Iia\e  been  issued  ami  tliere 
i>  no  direct  tIiroii;_;li  ser\  ice.  a  pa--enL;er  will  he  permitted  to 
complete  the  journey  by  a  recoL;iii/ed  altern.it  i\  i'  ronte. 

These  arransjement-  will  not  a])nly  to  local  re-idential 
services  unless  speciallv  a  -ihori/ed. 

(i)  Limitation  in  weight  of  luggage  accompanying  passen- 
gers.— The  lai'.wav  compan'e-  will  not  uniU'ti.ike  to  yixe 
as-i-tanee  in  the  li.andliii'.;  of  passenijers'  ln-ua,L;e. 

Subject  to  certain  exception-,  the  anii  nnt  of  ordinarv  per- 
sonal lug'g'ag'e  allrwcil  free  of  charge  will  be  \OCi  jiounds, 
irrespective  of  the  cla-s  of  ttcket  held,  and  no  passcnLrer  will 
be  ])crmittcd  to  take  nioie  than  \W  poinid-  ,\ei,i;lit  of  lug- 
gage by  train. 

r.y  ordcr 
Tiii:  l\\ir.\v.\Y  r.xixf  i"i\  1,  ("oMMnn-.E. 

London,  r>eceinbtr,   I'Mo. 


APPENDIX  E 
Proclamation  of  the  President  Taking  Possession  of  the  Railways 

A^  tills  ;iHiniiL;raiih  l;'  i-  I"  \i\\-^-  llu-  proclamntinii  dI'  the  I'rcs- 
iiitiit  Mt  tiu'  rnitrd  Stair-,  (latcd  I  )(.'i.(.'iiil>cr  J'l,  l'M7,  has  a])- 
]H.'arc'(i,  miilrr  wliiili  tin-  I'tx-sjilciu  has  taken  pi.isst'ssion  of  all 
the  raihnads  of  the  L'liued  >tates  ttiider  the  puwei.-.  conferred 
1)\-  the  Arni\-  A]i|iro|)riation  Aet  of  Aiii^iist  J'',  l''U).  (  See  pa,:(e 
,V)  of  this  monoj;rapli.  ) 

r.\-  llii-  proilaination  the  i're-ident  has  appointed  Secretary  of 
the  'i"rea-ui\'  William  •  i.  Mc  Adoo  a-  Director  ( leneral  of  Rail- 
roads. ( )n  hecemlier  31.  Mr.  .Mc.Xdoo  a>>etiteil  to  the  desire  of 
the  RailroacU'  War  Hoard  to  lirin<r  its  oriranized  activities  to  a 
close,  and  appointcil  an  advi-or\-  Ixiard  consisting'  of  John  Skel- 
ton  Willianis.  I'oinptroller  of  the  ('urrency:  Hale  llolden.  Presi- 
dent of  the  (  hicacjo,  r.nrlinijton  and  Otiincy  Railroad  ami  fr  t 
ineniher  of  the  Railro.ids'  War  Hoard;  1  lenrv  Walters,  C'hai  n 
of  the  r.oard,  .\tlantic  Coast  line  Ivailroad;  I'.dward  Char,  ..ers. 
\'icc  President  of  the  \tchi>on,  Topeka  and  Santa  I'e  '\ail\\ay 
and  head  of  the  Transpovtation  Division  of  the  Uniti  States 
I-"oik1  Administration:  and  Walker  1).  llines.  Chairman  of  the 
Tvxeculixe  Committee  of  the  Atchison,  To])eka  and  Santa  Fe 
Railway.  Mr.  Hines  has  been  apiioiiited  Assistant  to  the  Director 
General. 

The  proclamation  of  the  President  follows: 


Hv  TiiK   Prksti'Hnt  of  the  t'NiTF.n  States  of  .'\MERir.\ 

.\    rKOCI.AM.\TION" 

WluTcas  the  C'ongrcss  of  the  I'nitod  Stiitcs,  in  the  exercise  of  the  consti- 
tutional authority  vcstcil  in  them,  hy  joint  resolution  of  the  Senate  and 
House  of   Kei>resentatives,  hearing  date  .\pril  6.   1917,  resolved  : 

Tliat  the  state  of  war  hetween  the  United  States  and  the  Imperial  r.ertnan 
Government  wliich  has  thus  been  thrust  upon  the  fnited  States  is  hcrehy 
formally  declared;  and  that  the  President  he,  and  he  is  herehy.  autliori^'ed 
and  directed  to  employ  the  entire  naval  and  inihtary  forces  of  the  United 
States  and  the  resources  of  the  Government  to  carry  on  war  against  the 
Imperial  German  Government;  anil  to  hring  the  conflict  to  a  successful 
termination,  all  of  the  resources  nf  the  country  are  hereby  pledged  by  the 
Congress  of   the   United   States. 


150 


\\  AU    \llM  1\1~  I  K  \  1  ION    111     i;\ll.u.\Y.> 


And  by  joint  resnlutmn  bearing  dale  uf  Itcccnibrr  7,  Vil7.  umpUcI: 

That  a  slate  ot  war  is  hereby  declared  to  exist  between  the  United  States 
ot  America  and  the  Imperial  and  Koyal  Aiistro-I  lungarian  Gi>\eriinient ;  and 
that  the  I'resident  lie,  and  he  is  hereby,  authorized  and  directed  to  employ 
the  entire  naval  and  military  forces  of  the  United  States  and  the  resources 
of  the  Government  to  carry  on  war  against  the  Imperial  and  Ruyal  Austro- 
Hungarian  (Juxernmcnt;  and  to  bring  the  conflict  to  a  successful  termination, 
all  the  resource-!  of  the  country  are  hereby  pledged  by  the  Congress  of  the 
United  States. 

And  whereas  it  is  jirovidtil  by  >ecticiM  1  oi  the  act  approved  August  29, 
1910,  entitled  "An  act  making  appropriations  for  the  supiiort  of  the  Army  lor 
the  fiscal  \car  ending  June  30,  1917,  and  for  other  purposes,"  as  follows: 

The  I'resident,  in  time  of  war,  is  empowered,  through  tlie  Secretary  of 
War,  to  take  possession  and  assume  control  of  any  system  or  systems  of 
transportation,  or  any  part  thereof,  and  to  utilize  the  same  to  tlie  exclusion, 
as  far  as  may  be  necessary,  of  all  other  tralTic  thereon  for  the  transfer  or 
transportation  of  troops,  war  material,  and  equipment,  or  fvir  such  other 
purposes  connected  with  the  emergency  as  may  be  needful  or  desirable. 

And  whereas  it  has  now  become  necessary  in  the  national  defcn>e  to  take 
possession  and  assume  control  of  certain  systems  of  transportation  and  to 
utilize  the  >aiiie  lo  ihe  exclusion,  as  far  as  may  be  necessary,  of  other  than 
war  traffic  thercLin  for  the  transportation  of  troop-,  war  material,  and  equip- 
ment therefor,  and  for  other  needful  and  desirable  purposes  connected  with 
the  prosecution  of  the  war; 

Xow,  therefore.  I.  WoonKow  Wilsu.s.  I'resident  of  the  Uniieil  Sl.iir-,  under 

and  by  virtue  of  the  powers  vested  in  me  by  the  foregoing  resolut -  ,ind 

statute,  and  by  virtue  of  all  other  powers  thereto  me  enabling,  d.  liercby, 
through  Newton  D.  liaker.  Secretary  of  \v'ar,  take  po>ses-|iii  and  a--nmc 
control  at  12  o'clock  noon  on  the  twenty-eigb.h  day  of  Deceiiilier.  1917.  of 
each  and  every  system  of  transportation  and  the  appurten.uue  thereof 
located  wholly  or  in  p.irt  within  the  boundaries  of  the  coiitiiient.il  United 
States  and  consisting  of  railro,i,!«,  .mil  ,,vvned  or  controlled  s\ -triiK  of  loast- 
wise  and  inland  f-ansportation.  engaged  in  general  iransporiation.  whether 
C'  rated  by  steam  or  by  electric  power  including  also  terminals,  terminal 
companies,  and  terminal  association-,  sleeping  and  parlor  cars,  private  cars 
and  private  car  lines,  elevators,  warehouses,  'elegraph  ?iu]  telephone  lines, 
and  all  other  equipment  and  appurtenances  commonly  used  upon  or  operated 
as  a  part  of  such  rail  or  combine^'  rail  and  water  systems  of  transportation; 
to  t!ie  end  that  such  systems  of  tmiisportation  be  utilized  .or  the  transfer  and 
transportation  of  troops,  war  m.iterial  and  equipment,  to  the  exclusion,  so 
far  as  m.ay  be  necessary,  of  all  other  traffic  thereon  and  that  so  far  as 
such  exclusive  use  be  not  necessary  or  desirable,  such  sv-iims  of  transporta- 
tion be  operated  and  utilized  in  the  performance  of  such  other  services  as 
the  national  interest  may  require  and  of  the  usual  and  ordinary  business  and 
duties  of  common  carrier;.. 

It  is  hereby  ihrectod  ti  at  the  possession,  control,  operation  and  utilization  of 


APPENDICES 


151 


Mu-li  tr.in>p>iitation  syMcins  litrehy  li\  nic  iiiiiii-riakun  shall  he  exercised  by  an<l 
through  Wni.  ti.  McAduo,  who  is  hereby  appo:ntcd  and  designated  Director 
(jcncral  of  Railroads.  Said  Director  may  perform  the  duties  imposed  upon 
him,  so  long  and  to  such  extent  as  he  shall  determine,  through  the  boards 
of  directors,  receivers,  odiceri;,  and  employees  of  said  systems  of  trnn=porta- 
tion.  Until  .md  except  so  far  as  said  Director  shall  from  liiiio  ii.  tunc  by 
general  or  special  orders  otherwise  provide,  the  boards  of  directors,  receivers, 
officers,  and  employees  of  the  various  transportation  systems  >hall  continue 
the  operation  thereof  in  the  usual  and  onlinary  course  of  the  husiiiess  of 
common  carriers,  in  the  names  of  their  respective  companies. 

Until  and  except  so  far  as  said  Director  shall  from  time  to  time  otherwise 
by  general  or  special  orders  determine,  such  systems  nf  transportation  shall 
remiin  subject  to  all  existing  statutes  and  orders  of  the  Interstate  Commerce 
Commission,  and  to  all  statutes  and  orders  of  regulating  commissions  of  the 
various  States  in  which  said  systems  or  any  part  thereof  may  be  situated. 
But  any  orders,  general  or  special,  hereafter  iiiaile  li\  ^aid  Director  shall 
have  paramount  authority  and  be  obeyed  as  such. 

Nothing  herein  shall  be  construed  as  now  affecting  the  pos-ession,  opera- 
tion, and  control  of  street  electric  passenger  railways,  including  railways 
commonly  called  interurbans,  whether  such  railways  be  or  be  not  owned  or 
controlled  by  such  railroad  companies  or  systems.  P.y  subsequent  order  and 
proclamation,  if  and  when  it  shall  be  found  necessary  or  desirable,  possession, 
control,  or  operation  may  be  t.iken  of  all  or  any  part  of  such  street  railway 
sytsems,  including  subways  and  tunnds;  and  by  subsequent  unler  and  procla- 
mation possession,  control,  rind  operation  in  whole  or  in  p.irt  iiiav  also  be 
relinquished  to  the  owners  thereof  uf  any  part  of  the  railr  i.,(l  systems  or 
rail  and  water  systems,  possession  and  control  of  which  are  hereby  assumed. 

The  director  shall,  as  soon  as  may  be  after  having  assumed  such  possession 
and  control,  enter  upon  negotiations  with  the  several  companies  looking  to 
at;r(  <  inenls  tnr  just  and  reasonable  compensation  for  the  possession,  use,  and 
control  of  their  respective  pr(>perties  on  the  basis  of  an  annual  guaranteed 
compensation,  above  accruing  dejircciation  and  the  maintenance  of  their  prop- 
erties, equivalent,  as  nearly  as  m;iy  be.  to  the  average  of  the  net  operating 
income  thereof  for  the  three-year  period  ending  June  iO.  1917.  the  results  of 
such  negotiations  t"  be  reported  to  me  for  such  act;,  in  as  may  be  appri>priate 
and  lawful. 

Piut  nothing  herein  contained,  expressed,  or  implied,  or  hereafter  done  or 
suffered  hereunder,  shall  be  deemed  in  any  way  to  impair  the  rights  of  the 
stockholders,  bondholders,  creditors,  and  other  persons  having  interests  in  said 
systems  of  transportation  or  in  the  profits  thereof  to  receive  just  and  adequate 
compensation  for  the  use  and  control  and  operatinn  of  their  property  hereby 
assumed. 

Regular  di\idends  hitherto  declared,  and  maturing  interest  upon  bonds, 
debentures,  and  otlier  obligations,  may  be  paid  in  due  course:  and  such  regu- 
lar dividends  and  interest  may  continue  to  be  paid  until  and  unless  the  said 
director  shall,  from  time  to  time,  otherwise  by  general  or  special  orders  de- 


i<L 


15. 


W  \i;     \I)M  I  MSI  UA  IKiN    (U     i;\ll\\\S- 


ternimo;  ami,  vul.jict  to  llie  .'ipproval  o(  llic  ilircotor,  the  varinus  larricrs  may 
agree  upon  aiiM  .irraHKc  f"r  the  renewal  :inil  extension  (if  iiiatnruiK  uliliRa- 
tions. 

Except  with  the  prior  written  assent  of  said  Director,  no  altachitient  by 
mesne  process  or  on  execution  shall  be  levied  on  or  against  any  of  the 
property  used  by  any  of  said  transportation  systems  in  tlie  conduct  of  their 
business  as  cnninion  carriers;  but  suits  tnay  be  brought  by  and  against  said 
carriers  and  judgment-  rendered  as  hitherto  imt'I  and  except  so  far  as  said 
Director  may,  by  general  or  special  orders,  otherwise  determine. 

b'rom  and  after  twelve  o'clock  on  said  twenty-rigbtli  day  of  December. 
1917.  all  transportation  systems  included  m  this  order  and  proclaination 
shall  cundusively  be  deemed  within  the  possession  and  control  of  said 
Director  without  further  act  or  notice.  Hut  for  the  purpose  of  accounting 
said  possession  and  control  shall  ilate  from  twdve  o'clock  midnight  on 
December  31,  1917. 

In  witness  whereof.  I  have  hereunto  set  m>  lian<l  and  caused  the  seal  of 
the  United  States  to  be  affixed. 

Done  by  the  President,  through  Xcwton  I).  I'.aker.  Secretary  of  War,  in 
the  District  of  Columbia,  this  26tli  il.iy  of  December,  in  the  year  of  our  Lord 
one  thousand  nine  hundred  and  seventeen,  and  of  the  inrlepemlence  of  the 
United  .States  the  one  hundred  and  fortv-sccond. 


p.y   the    rreMdent  . 
r\onF.RT  Lansing, 

Secretary  of  State. 


WooDRow   Wilson. 

Newton  D.  R.vker. 
Secretary  I'f  War. 


INDEX 


AiK  isury  I  ■  iiiinisMdii.   17. 

Ailvi--ory    buanl    iippiiiiitiil    by    Sec. 

McA<l,,(>,  149. 
Ai-!u..n,  K    II.,   15,   l.ii. 
Anuru:iii     Kiiilway    A>>t)ciati(iii,    14, 

IV,  JJ,  1,51. 
Asi'iiiall,  Ji.lin  A.  Iv,  7V.  Nl. 
AmiuiiIi,   rniiu-  .\lini~l>r,  'M,   Kki. 
.\tl.rl,iir>,  W.  \\  ,  IS 

Ilamv.  11.  John,  W. 

lic^kr,  \V.  (i.,  1.',  l.U. 

Huard  of  Trade  (G.  If.  I  :  duties,  76; 
atiiKJiiiiccniciit  liy,  H5 ;  curtailment 
lit  ri'iioits.  11.!;  siiici.il  |iiiwir>.  of, 
ll'i,  l.i7;  (iriKr-.  .nnl  Mi-triictinn^. 
117.    141. 

lidiuiM-,,   w.ir.     .SiT  \VaK<  *.  ivar. 

Huri-au  i>f  Car  .Sirvuc,  J.i,  4<). 

Hiiriis,  John,  79. 

lUltterwortli,  .Sir  .A.  K.m.  Wl. 

liyriic.   Sir  Wm.,  H9. 

C.dtlir.iii,  (itiy.  79,  Xll. 

t'ar  liiailinu:  ri'lation  of  avcraHf  load 
to  rapacity.  i~;  campaiK"  to  im- 
provc.  ,i.! ;  rrsiilt^.  .'4.  .S'.'i'  u/.so 
I'rtiK'lit. 

t'.ir  scrvic'i  :  Hiiriaii  if,  J.i,  4<i;  Cuiii- 
niissioii  oil,  21.  4'). 

Central  .XccountiuK  riiinau.  46. 

Cliamlicri!.   I-'.dward,   149. 

Civil   war,  comlitioiis    ilurinn.  7. 

Clark.   Kdward   K..  21.  24,  40.   l.iO. 

Coal  ami  iron  ore,  2S.  4.5,  '^2.  117.  See 
als<>  INiolm^  opcrationi. 

Couhlpn.  James,  89. 

Commission  on  Car  .Service.  21.  46. 

Committee  of  seven  eastern  execu- 
tives. .i9,  fiO. 

Conciliation  Sclicme.  Railwav  (G. 
IV).  8fi.  97,  9').  ](¥). 

Controller:  of  coal  mines.  117;  of 
rollini..'  stock,  llfi;  of  traffic.  .S9.. 

Cooperation  with  military  authorities. 
.S[iecial  committee  on :  appointed, 
14:  membership.  l.S;  chanKe  of 
name,  18. 

Council  of  National  Dcfen>e,  17,  19. 
fi6. 

Cjwie,  J.,  89. 


I'lliii'-e    lit    ilie    l\i  ,ihii    ri  i^ulatiun.s, 

1.(9,   141. 
Dent,  C.   II  ,  m. 
Dent,  Sir  1     II  ,  7'',  Rn. 

I'.conoinies  .uid  restrictions  of  British 
KoverniiKnt:  passeii(;er  trains,  HI; 
accontils  and  statistu■^,  112;  reports 
to  stockholders,  11.5;  prepayment 
of  charges,  114;  pooling  of  iipiip- 
ineiit,  ll.s;  shipping  orders,  116; 
co;d    di-trilmtioii,    117. 

I'.hctric   railw.iys'   war   hoard,  56,   57. 

Klhott,  Howard,  21,  1.51, 

l-'.niliarKo<s,  2<>,  W). 

i:xporl;itioii,  L'<ioriliii,itiii!s'  committee 
on,  55. 

lixpiess  tran^piirl;ition,  .Su'ui  Miiiuit- 
t.e  on,  21,  2i.,  49. 

bay.  Sir  Sam,  79. 
IVIton,  S.  .\1.,  .s4. 

I'inancial  results  in  Great  Britain : 
income  .i;u:ir;uiteed  to  roads.  i20; 
Isi'-is  for  >;iiaraiuee  above  average 
earnings,  120;  g(K>d  harfi'ain  for 
government,  121;  net  earniiigh  and 
profits,  124;  dividenils  jiaid,  125; 
comparisDii  of  stock  quotations, 
I2(). 

I" I  administration,  5.5,  57. 

l-'orbes,  Sir  Wm.,  79,  80. 
freight     (.fee     iil.^o     Pooling     n(,cra- 
tions )  : 

United   States :   pl,an   to  expedite, 
15;  relation  of  average  load  to 
capacity,     32;     table     sbowing 
operations,  .57:  full  axle  ca|)ac- 
ity     loading.     47;     government 
freight.  49.   51. 
Great     liritain :     prepayment     of 
charges,     114;     jiooling,     115; 
private  cars.   116;  rate  charges, 
118. 
l>i  nch.  Sir  John,  107^ 
I'nel  administration,  .s2. 

flranet.  Sir  Guy,  80. 

Harrison.  Fairfax.  14,  IS.  19,  21,  131. 
Highway  transport  committee,  56. 


l.M 


INDKX 


U \\.i:kir   1)..   14'(. 

H«l<Kii,  Hull',  il.  \M.  l.U.  14V. 

In^'raiti.  Jusridi.  8"'. 

Iiittr>ut('     I  .iiiiiuiTco     CiinimiiMiiii ; 

1 1  •■11  liir  >ii|i|'l>'.  Jan..  1V17.  2.'; 

niiikr   I-.mIi  I>iII.  -M;  iiihUt 

,:i.  ;iU    1.i».    -tJ;     sptcial     riport, 

int.  I.:  I"»17.  00. 

i.iiii    iTt.     .Vi'i-    Coal   and    iron   off. 

KckI.,  m.  v.,  W. 
Kilili.iur.  i:arl.  'H.  UK) 
kruttn-liiiitl.  .Iiilin«.  21.  I.M.  l.f,!. 

l.al".r: 

I'liiliil    Slatis.    (4;    iinploviiu  lit 

i.i    Hiiimii.    ()5 :    ili'inaii'N    >■!' 

liri'tlu tIhuhIs,    W) ;    confiriiici 

with    I'rf^iiliiil.  (i7;    >talfnu'iit 

i.f  pc  licy.  liX. 
drcit  llritaiii,  '^l;  ristricli'm.s  i.ii 

iiili^timiit    iif     cniplpyi-s,    92; 

1  in|ilii\  imiil     (if     womi'ii,    'J.I; 

trailr  uiiiiiiis,  'M ;   wa;;i'-   prior 

I"   war.   '*>:    IiuUistrial   Tnici'. 

"'7 :  war  Immisis.  98. 
Law.   liniiar.   \2X 
I-iRi'lati"'!!.  railway : 

fiiitfl    .stall /;    act   of    Jan.   .'1. 

IWi.'.    '>.   ,W;    joint    rt*..   July. 

1S<l2.    Ill;   I'M'ClltivC   linllT.   .\UK. 

S.    IS(o.    10;   act    of    1874.    11: 

ariiiv  avpropriiitioii  tiill*  ( 1881  i. 

1.'.    (1891  )     l.f.    (191(.i     17.    .!"'. 

42;     Kscli     liill     (l''17i.     2.5; 

aim  iMlimiits    to    I.    C'.    C.    iict 

(iy<Kii.  41  ;  naval  appropriation 

act.  l9J(i,  41  ;  priority  law.  r'I7, 

42;    .\ilaMi-nn    liKlit-lioiir   l;i«. 

f/<. 
f^iriat    Hritain :    act    of    1842.    74; 

iict  of    IS44.  74;   regulation   oi 

tin-  forces  act.  1871.  7.1  ".=;.  82. 

84.  1.17;  clicap  tr;uns  act.  188.!. 

7.i ;  nati<inal  <K  fni-c   act.    Is.'>.*<. 

7Ci;   military   service  bill.    l''I'i. 

')?:  defense  of  the  realm  rii;ii- 

lalioiis.  l.W.   141. 
I.ocoin.  itiv.-   KnKineers  and   Kirem  ii. 
.■\-sociated  Society  of   ( G.   H.V  ''4. 
97.    .S'li-  iil.ui  Wat'es.  war. 
I.ovett.   Roliert   S..  4.1  44.  4.^.    \X- 

Mc.Xdoo,  Win.  r,..  149.  l.M. 
McCliord.  Comr.  C.  C.  ul. 
Master     ("ar     Builders     .\ssociatinn : 

plan  ti'  expeilite  freiiilit  movement. 

15;  permission  to  lo;id  to  full  axle 

capacity.  47. 


-Muteri.il     ipliis,   Sul'Coiiiiiiit 

tee  on,  21.  2.\  4«. 
MailHsoii.   iJonuUt  .\.,  79. 
.Mexican  troulde-,  condili)iii»   iliirnit;. 

14. 
.\ltln.iiy    iipiipnunl    >t;itiilard>.    .^iili- 

e.  iiiniilter   .'ii,  21.  2.\  47. 
.\liliiarv  irimlit  tarill>.  Sulicommitlee 

oil,  21.  2l..  49. 
.Miliiarv    passeiiuer   tariff*,    Sitl>coni- 

niitlee  oii.  21.  .'.'.  48.  5(>. 
.Milil.iry      ir.in^pi'rtatioii     accoiintiin;. 

.s>iil.eoiiiminei'  on.  21.  25,  24,  4i>. 

V.itioiial    arm)  ;    inoveniciit    of,    54(; 

ei|iiipmi  III  for.  .si. 
N.iiioiiiil  defcii-e :  ri'iiiicil  I'f.  17.  I''. 

Ui;  special  coiiimittee  on.  IK  |9.  21. 

I.f;  ;  ;ut   (»i.   If  1.  7(1. 
N.itioiial  lliiiinl  iiii'\eiiunt«.  ol. 
National   L'nioii  of   Kailwaymrn    ((i. 

Ul,  'M.  9.S.   IIM.     s,,-  ,i!<,-  WaKe,, 

war. 
.Neale.  K.  .\..  89. 
New    ^'^>rk    port   u.,i    .M„i,i.  .i.^. 


Coal    ami    iron 
liiix   car-.   29. 
ill  (ireai 


I'ooliiiK    ojK  ration- : 

ore.   28.  .'9.    44.    .-.! ; 

urain.  2*';  freiuiit  car-.  4ti 

lirilaiii.  ll.s.  lit). 
I'oll.r.  I  rank.  8<l. 
Priority  committee  o|  War  Indti-lrie- 

Iloanl.  47.  48. 
i'riorilv    onler-.    44.   4.s ;    -ii-peii-ion 

..!.  44. 
IVoclamatioM  of   I're-idcnt.  149. 

Kailroails'  War  Hoard:  meiiiliers.  21  ; 
-iilicommittees.  21;  snuH'Stioii-  for 
coii-ervalion.  2*^;  oryani/atioii  of 
Tidewater  I'ool.  4.?;  cooperation 
willi  otlier  orv;ani/atioiis.  .-2,  57; 
-iiu^ie-lioii-  am  lit  co|l11lli-^inn  to 
Kii--ia.  .s4 ;  prevention  of  coiikcs- 
tii'ii  at  seaports.  55;  litter  to  I'resi- 
.li-nt.  (>S. 

I\;iilwav  ai.d  < ';iiial  Commission  (fi. 
I!  I.   il.5.   117.   118. 

K'ailwav  Clerk-'  \ssociation  (G.  B. ). 
94. 

K.iilway  !%\eciitive  Committee  id. 
B.I;  annoimeenieni  by.  72;  lii-tory 
:inil  ile>  .lopmeiii.  77;  memlHTs.  78; 
power-.  80.  82.  85 ;  enli-tmeiit  no- 
tice. '/';  wane  .luTeemellt.  10.!;  re- 
ductions of  traTtic.  110;  sliippinR 
orders.  116.  117;  liiM'icr  pa--eiiner 
rate-.  IIH;  re-trictive  tneastircs  or- 
dered. 147. 

Railwav  let'i-l;ition.  .?,■,•  I.e^isLition, 
raihvav. 


!• 


IXIJKX 


135 


i; 


Kuilwiiy  Scrvici'  lori'        I 

k.iilw.iy   Stall    l  •r).- 

Kia,  Saiiuul.  .'l.J.tl.   .  J. 

Kit,  Sir   l'r;iiik.  7«.  , , 

Ktnulati"ii  ■'(  tlic  forces  act.  W\.  /•' 

75.  HJ.  K4.  1.17. 
kiM>luli<m  miiiyinK  rail«a>^>  iii   ilic 

V.  S..  M. 
Ki-sull'i  <<i   c.xl'triniiiit    m   vi.Iuntary 

coiiiicraliiiti  "i   railway-,  iii. 
U..-fl>iTy,  l.or.l.  VI. 
Kuiuiiiiaii.  Waltir.  /'>.  H.\  ll.\ 

Spaiiisli  war.  C"ii<liti<Mi»  iliiniif!.   I  • 
.•^tallll•^,  Sir  .Mt'trt   H..  7'*.  KM. 
Szlunijur.  (iilliiii  S..  7.V 

TaMi*:  , 

I'liilfil    Slati's:    rc1ali"ii   lnlwciii 
avtrawr  car  loail  and  caiiacit). 
S2:   fri-iKlit  oinraliiiii-.  .?7. 
(Iriat   liritain:   J5   r.prcM  iitativi' 
riiads:  mile-  I'licratcil,  SI:  m-t 
iariiin«-.    ftc    l-'4:   <liviil«'iiil-. 
12.i;  stock  (iip'latiiiiis.   lid. 
Tli..mii-.Mi.  .\.  \V..  I?.  Mi.  \M>. 
Thornton.  Henry  W..  "''.  «). 
TraiU-  unions  {siu-  <>'.«"  I.aliori  : 
I'nitfil   St.itcs.  f/i. 
Ciriat  Britain.  '>.?. 


I  raii-|»'rtatioii    ami    connniiiiicalion, 

luninnlln'  on,  17. 
Troop  nioviTicnt^ : 

I'nit.il     Slates;     Civil     war,    7; 
\liNican  ilistiirliancf*,  U;  Na- 
iioniil      Army,      -Vt;      National 
t.naril.  h\. 
(;riat  liritain.  74.  77.  lO.r 
Tiirnl.nll.  Uol)i.,  "'>. 

Uauc  (Jii-  ii/J"  l-aliorl  : 

liiitiil    Stato:    pre-war    coiuli- 
tion«.    l4;     ileinand*     for     iii- 
i  rea«e.  "i. 
i.ii.ii     liritain:     pre-war     condi- 
tM.ii..     'Xi;     aKrr.inent>     uinler 
lonciliation    Sclieine,    'JK:    lio- 
nii»>-,  .»!■.•  Wanes,  war. 
Wane-,   war:   allowance^  li>  enlisted 
nun,    W;    war    iB^mises,    '»;    ar- 
raiiKenients  witli  unions,  Ifllt;  I'litk 
of  increa-es  (.-naranteed  liy  novern- 
rnent.  1<I4.  _ 

Walker.  Sir  Herliort  .\..  7,1.  7«.  ?>. 
W;ilters.   Henry.   14<». 
W.itirwavs.  t'otiimittee  mi.  .s.i. 
Watson.  Arthur,  7V.  SO. 
W  illard.  Oaiiiel.  17.  2H.  il.  40,  .s.5.  M. 
W  illianis.  John  Skelton.  140. 


I 


v-» 


-m 


■rfc'iHii  iiiHuwii 


